North American Turbocoupe Organization



DOHC!
Chuck W Offline
Posting Freak
#11
Quote:Originally posted by JediHacker:
what i like about it is that it flows alot more than any of the other heads out there at the some lift, and it has bin said that the big thing holding the lima back it that they need more flow.
What flows more? There is no DOHC head? It's all hypothetical....who knows how it would flow...
83 TC Clone, 85 Mercury LTS, 97 Volvo 850 T5 Turbo, 78 Volvo 240, 93 F150
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Glenn 88TC Offline
Posting Freak
#12
Quote:Originally posted by JediHacker:
what i like about it is that it flows alot more than any of the other heads out there at the some lift, and it has bin said that the big thing holding the lima back it that they need more flow.

I don't know of anyone that has maxed out the flow of the aftermarket Esslinger heads which ALL cost less than the proposed prices mentioned in that thread. The stock block will die(holes in cyl. walls etc.) before head flow restriction becomes a problem.



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mods: SDS Digital Fuel Injection, ported & polished big valve head(1.89/1.59), Solid lifters, Esslinger roller cam #2277, Esslinger adj. cam pulley, custom upper and ported lower intakes, 60-1 stage III .63 turbo, powerstroke intercooler, 60mm throttle body, 75pph injectors, Walboro 255HP pump, Kirban adj. fuel reg., ATR header, 3" exhaust with Dynomax Ultraflow muffler, MSD 6al, MSD coil, MSD Launch Control, MSD 8.5mm wires, K&N filter, Spec stage III clutch, Greddy Profec B boost controller, Weld Draglites with M/T ET Street 26x11.5/15
NO TC and NO headaches.
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philS Offline
Senior Member
#13
Sometimes it's cheaper and better to go with another engine like Chuck is saying.

In the Mini scene, people spend up to 10K to get a 35 hp engine to make 100 hp. And it's very unstable at that point.

Or you could do what we did and put in a mild 350. Ours is not quite done yet but we only paid about 3K for the engine, and it's 427 hp. I think it will go!

Don't get me wrong, I'd like a DOHC head but for all the work, I'd rather have the 2.0 turbo engine out of the European Focus, and substitue a bigger turbo. Plus, with the size of our engine bays it would be easier to work on. I had an SVT Focus for a while and you can't reach a damn thing [Image: biggrin.gif]

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86 TC, 73 Mini, 64 Mini Van, Saturn wagon
Click here to beat a ricer.
Did you hear about the Lucas powered torpedo? It sank.

86 TC, 73 Mini, 64 Mini Van, Saturn wagon
Click here to beat a ricer.
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Glenn 88TC Offline
Posting Freak
#14
If it can be done and flow like the claims being made then I would consider it as a possible option for me at some point in the next engine build. For most I just see it as way too expensive to be considered.

Like I mentioned above, the Esslinger heads will all support enough power to make the block the weak(many have failed at the 400+rwhp level) link in the engine. The next option is a SVO tall deck and the cheapest one I found is $3500 for the bare block. So the question is, is the extra flow of the DOHC really needed?

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mods: SDS Digital Fuel Injection, ported & polished big valve head(1.89/1.59), Solid lifters, Esslinger roller cam #2277, Esslinger adj. cam pulley, custom upper and ported lower intakes, 60-1 stage III .63 turbo, powerstroke intercooler, 60mm throttle body, 75pph injectors, Walboro 255HP pump, Kirban adj. fuel reg., ATR header, 3" exhaust with Dynomax Ultraflow muffler, MSD 6al, MSD coil, MSD Launch Control, MSD 8.5mm wires, K&N filter, Spec stage III clutch, Greddy Profec B boost controller, Weld Draglites with M/T ET Street 26x11.5/15
NO TC and NO headaches.
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verge Offline
Member
#15
It seems like DOHC is overrated. The advantage is that you get more air in/out. The disadvantage is WAY MORE friction with the second camshaft and additional lifters/valves.

I have had 2 Escorts. The 1.8 liter DOHC had a best fuel economy of 26 mpg. The 1.9 liter SOHC had a best of 36.5. The DOHC made much more HP but the extra camshaft (among other things) killed the mileage.

The new Mustang GT uses a SOHC 4.6L with 3 valves/cyl to get 300 HP instead of using the Cobra engine's DOHC setup.

The ideal solution would be a free flowing head (Essy or ported) with roller lifters.

My $.02

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Now that its rolling, lets see what it will do!
Jackie Francisco
88 TC A4LD all options except leather, 2 1/2 inch Dynomax Super Turbo side exit exhaust, ported head, ported lower, gutted upper, "Home Depot" boost pressure regulator, NGK Vpower plugs, Walbro fuel pump.
If it aint broke, you aren't trying hard enough!
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Mark_R Offline
Member
#16
I had originally bought an Essy Alum D port with the intentions of building a 400 hp motor. Then I drove a turbocharged 4.6L motor that put down 389 hp to the wheels on 5 lbs of boost. I'm now putting in a turbo-5.0L for close the same money I would have had in the 2.3L.

I will be running less boost than the factory T-bird and will still have to detune it to keep it under 550 hp (the blocks limit).

Which engine produces more torque and which engine will most likely blow a head gasket?

I think the 2.3L makes a nice, economical 250-300 hp motor. It's an expensive 400 hp motor and a ticking time bomb of a 500 hp motor.

If a 4-500 hp engine is actually built then it will require a better transmission and bigger brakes. Bigger brakes require larger rims, etc....

JM2C but the limits of the engine are dictated by money.
88TC 5spd, bypassed BCS, 18 psi, ram air, Jacobs ignition
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Qwertys Offline
Senior Member
#17
for me, its more of what these little engines can push. when you pass some vette by and they ask "whatcha got in there, and you say a 4 cyl, they piss their pants.
Plus I really like the engine itself, its a good design, while it has some small flaws, its just incredible what they can do.
my friends are all asking "why you messing with that ford engine?" I Reply "I was born in America, so I drive American cars."
though, it would be nice to put out a big block V8 twin turbocharged and get ~800 HP, i just dont care to do it.
'85 TC BPV and Ford FMIC
'88 TC Kirban AFPR, Autometer Boost, FP and A/R Gauge, 8.8 to 4.10 rear, Walboro 255lph Fuel pump, Garrett GT3071R T3/T4 Dual Ball bearing Turbo, Custom AWIC.
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