I slightly remember having a 96 cougar with a 4.6 2v. I dont really miss it. But with 96 4v and jmod transmission, I miss the hell outta it. That car either has installed or is waiting for installation, a ton of parts that are next to impossible to find now. If I can ever get that engine rebuild and get it out of Ohio... I think it'll be nearly half mercury half lincoln with hardly a s of stock left on it. I swear one of these days I'll resurrect her. I "grew up" on the 4.6, from crown vic to mn12 and while they're not perfect, I'll argure they're the best 2 "cars" ford has built in my lifetime. Also the communities here in fox/mn12 land have been absolutely top notch. It was very nice of the magazine to say what they said, but really now, do you think ANYONE outside these communities could say anything more passionately or technically correct than us?
got it. thx. Unfortunately the 3.3 keygen didnt work for 3.9 or at least failed with the name I input. I have a few workarounds to try but its bedtime for now.
the only torrents ive seen out are for 3.3 with no seeders and all keygens ive found so far contain trojens (not identifiable until you run them) so be careful
hahaha http://performancetrends.com/ just wish I still had a copy sitting around. The torrent based sharing community doesnt hang on to old software very long now.
I have some testing I wanna do and i need some pretty pro software to do it, problem is I forget what I used to use and Im having a hard time finding things right now (must be getting old) and if you're gonna say desktop dyno gtfo :beatyoass:
its not a matter of restricting, its a matter of optimization. We all know bigger is not always better. If it was we would all have 6" dual smoke stacks on our cars. Its tuning (no not like imports like to use the word) but "fine tuning" engine components. HP2G has proved to the world that improving the efficiency of EVERY part of the engine not only improves mileage dramatically but it also does wonderful things for power. Its just a shame they dont want to share their research with the rest of us.
glad to see some nice discussion got rolling. Upon a lot of thought I think a few key points make his ideas possibly work in my head. (keep in mind he says this is all of 4v heads and he doesnt even know if it'll work on 2v heads that we base almost all our opinions and experience on) The up and down action of the piston leaves room for gases to enter AND exit the cylinder. He refers to his porting's ability to stop this as back pressure but I call it anti-reversion, a principle proven to work on the exhaust side. How much flow is required to fill a cylinder? Ive never read a tech article or seen a formula that can accurately tell me. But the very foundation of making more power is increasing flow and this is realized at high RPM's where the piston is moving its fastest and giving the shorted time span for the cylinder to fill. Its also a point where the engine creates the least amount of vacuum on the intake. The more we raise top end power, the more vacuum we loose on the bottom as well. Right around here is starts getting kind of confusing what we're trying to accomplish exactly. Is FLOW the only thing that matters? Obviously not because top flow sacrifices almost every other bit of efficiency and efficiency translates to power.
Truthfully I figured something out a long time ago that I really hate about engine design. The way to best tune an engine for ultimate performance, is to engineer it to run at one specific RPM. You can tune the intake cross-section, length, 180 degree pulse tuning the exhaust. But it only works best at one specific rpm and fairly well in the near by range. Racing is completely dependent on trying to keep the vehicle in the right gear to utilize that specific range as much as possible. Maybe in all that rush for power, we're forgetting a few things that might be just as important. We know a huge flat torque curve is best. But its a side thought for some reason, maybe we should forget flow and concentrate on producing that perfect torque curve and design our ports to create the curve and our engine internals to raise it as a whole.
Dont get me wrong, I love a strong pull at 3k rpm, or 8k in my yamaha's case. But I'm thinking I've been chasing the wrong dragon. Trust me I've spent ENDLESS hours on a really nice engine simulator i stole online tweaking numbers and producing absolutely sick power out of nothing. I knew almost every dynamic of the 4.6 engine and could have built a far better intake manifold than any manufacturer out there because the number's dont lie. When ford redesigned the 5.0 I was astonished to find they had near cloned my parameter's for 4.6 streetable engine and came out with nearly identical power... So this is getting long, but now that i've seen the ins and outs of tuning the known, I want some CAD-type software I can do variable vacuum airflow with.
oh Im right with you on rats being a personal thing. I cant imagine paying someone to build me a rat. or fake rust. Honestly the rust is a look ive found only really looks right on old cars here in in socal. The weather is very different and they develop a lot of surface corrosion without structural fail. The same "looking" rust in ohio would be a 99% indication that you dont even wanna touch that body. Here its easy to see the difference in the 2 (cars to "rust out" here too obviously).
I met a guy back in toledo area that had a 34ish chevy (if memory serves me right) that at one time had a beautiful black paint job. He did this whole "busted knuckles" paint over the top of that with a roller and some half ass crosshatch pattern it and it came out great. Looked like something right out the rat magazines. Better than the original black tho? probably not but it was more unique and turned a lot more heads.
I actually had the idea years ago to attempt a fenderless build on my 96 cougar. some unibody cars have that wedge shape going naturally if you strip off the fenders and trim the ends (headlight area) off the bumper and rad support. The inner fender is of course ugly but may yield some fun ideas for (replacing, or glassing a fascia to make it look like its supposed to be that way. Ultimately I think this would require tpuppies the fender all the way to the upper spring mount and completely reshaping the hood. This all sounds crazy I know but one day when I had a fender off I saw it in my head.
