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Unit 5302 · 07-10-2002, 05:04 PM

Ah crap, now I've gone and done it. This is my last post, I just happened to have today off, and I was unable to do what I had planned so I'm here.

The 302 was always competitive or better in it's class (barring SN95). Can you say that of the 4.6L? Regardless of how weak the engine got, the Mustang V8 was NEVER a slouch, and even in the years it was underpowered, the aftermarket was still there.

I'm tired of hearing that the 99GT+ is the most powerful GT ever produced. The 271hp@6000rpm, 312lb/ft@3400rpm 289 had more, the 290hp@4800rpm, 385lb/ft@3200rpm 351W 4V had more, the 320@4600rpm, 427lb/ft@3200rpm 390FE had more, the 325hp@4800rpm, 427lb/ft@3200rpm 390FE had more, and the 335hp@5600rpm, 440lb/ft@3400rpm 428FE had more. All 4 of those engines with 5 different ratings had more power than the new GT's.

Nobody's going to dispute the 302 makes more noise and vibration cranking past 5,000rpms, but the 281 drops hard after the 5000rpm area. Most drivers found out they had to shift lower in the rpms than the old 5.0 to get a favorable 1/4 mile time. If the Gen I 4.6 pulls so much better up top, why does it have to be shifted lower? I will agree after 5500rpms the SN95 5.0 is at a disadvantage, but at the track, most people shift before or at that. The Gen I 281 also makes it's peak power at a higher rpm. Peak higher, shift lower equals a peakier, less usable powerband. That and I don't think too many people would choose a 4.6L over a 5.0L to make 500hp with no rotating assembly modifications.

I didn't say the modular engines are going to disappear or say that the series of engines doesn't have any potential. Anything can be made fast with money.

I'm just saying the idea that the SOHC 4.6L is superior because it's newer, and it has OHC's is a crock. The way the 5.0 and 4.6 2V are/were setup is for power production below 6000rpm. I don't see the pushrod engine being at any disadvantage. In fact, for performance applications the larger pushrod engine with bigger valves and more aftermarket is superior. If you were to apply canted valve technology to the 302, which has been done, and set it up for a 5250rpm peak power, it would blow the new away. All the what if's aside, I'm completely unimpressed with SOHC engines. With only 2v per cylinder, I don't see them gaining much of anything over the pushrod 2v engines. The additional size, and weight associated with a SOHC engine offsets any potential gain in efficiency.

I'm done.

07-10-2002, 05:04 PM	#16
Unit 5302 Registered Member Join Date: May 1999 Posts: 5,246	Ah crap, now I've gone and done it. This is my last post, I just happened to have today off, and I was unable to do what I had planned so I'm here. The 302 was always competitive or better in it's class (barring SN95). Can you say that of the 4.6L? Regardless of how weak the engine got, the Mustang V8 was NEVER a slouch, and even in the years it was underpowered, the aftermarket was still there. I'm tired of hearing that the 99GT+ is the most powerful GT ever produced. The 271hp@6000rpm, 312lb/ft@3400rpm 289 had more, the 290hp@4800rpm, 385lb/ft@3200rpm 351W 4V had more, the 320@4600rpm, 427lb/ft@3200rpm 390FE had more, the 325hp@4800rpm, 427lb/ft@3200rpm 390FE had more, and the 335hp@5600rpm, 440lb/ft@3400rpm 428FE had more. All 4 of those engines with 5 different ratings had more power than the new GT's. Nobody's going to dispute the 302 makes more noise and vibration cranking past 5,000rpms, but the 281 drops hard after the 5000rpm area. Most drivers found out they had to shift lower in the rpms than the old 5.0 to get a favorable 1/4 mile time. If the Gen I 4.6 pulls so much better up top, why does it have to be shifted lower? I will agree after 5500rpms the SN95 5.0 is at a disadvantage, but at the track, most people shift before or at that. The Gen I 281 also makes it's peak power at a higher rpm. Peak higher, shift lower equals a peakier, less usable powerband. That and I don't think too many people would choose a 4.6L over a 5.0L to make 500hp with no rotating assembly modifications. I didn't say the modular engines are going to disappear or say that the series of engines doesn't have any potential. Anything can be made fast with money. I'm just saying the idea that the SOHC 4.6L is superior because it's newer, and it has OHC's is a crock. The way the 5.0 and 4.6 2V are/were setup is for power production below 6000rpm. I don't see the pushrod engine being at any disadvantage. In fact, for performance applications the larger pushrod engine with bigger valves and more aftermarket is superior. If you were to apply canted valve technology to the 302, which has been done, and set it up for a 5250rpm peak power, it would blow the new away. All the what if's aside, I'm completely unimpressed with SOHC engines. With only 2v per cylinder, I don't see them gaining much of anything over the pushrod 2v engines. The additional size, and weight associated with a SOHC engine offsets any potential gain in efficiency. I'm done.