The 4.6-liter Ford has become one of the premiere modern performance engines. In fact, it's beginning to rival Ford's own 5.0 liter in popularity, potential, and availability.
With Mustang buy-in prices dropping and media and aftermarket support booming, now's the time to take your 4.6-liter's performance to the next level.
Sean Hyland is a world-renowned engine builder and tuner. He and his crew at Sean Hyland Motorsport build over 200 4.6-based performance and race engines per year, including John Mihovitz's engine for his Cougar-bodied drag racer that has run a best of 6.94 seconds at 202 miles per hour in the quarter mile, and the naturally-aspirated 5.2-liter stroker that helped Joe Hutchins's Pro Mod Cobra run the quarter mile in 9.9 seconds at 135 miles per hour.
In How To Build Max-Performance 4.6-Liter Ford Engines, Sean Hyland gives you a comprehensive guide to building and modifying Ford's 2- and 4-valve 4.6/5.4-liter engines.
From block selection and crankshaft prep to cylinder head and intake manifold modifications, this DIY book outlines eight recommended power packages and provides you with a step-by-step buildup of a naturally-aspirated, 405-horsepower Cobra engine.
If you're looking for a guide to help you get the most from your 4.6-liter Ford, this is it!
SLEEVING FOR INCREASED DISPLACEMENT
Ford experimented with the spray-bore block starting in about 1998. This involved using a 0.010-.012-in-thick material coating applied directly to the aluminum.
The material was developed by Sulzer-Metco, and is proprietary to Ford. I believe the intent of this technology was to produce a 3.70-in-bore, 5.0L version of the 4.6.
Unfortunately, the spray-bore block was not available to mere mortals like us, so we developed a thin wall sleeve to increase the bore to 3.70 in, creating a 5.0L version of the Modular 4.6L engine.
I approached the European company that makes most of the Formula 1 sleeves, and also does specialty coatings for many Winston Cup teams. Although they usually provide more exotic combinations, they provided us with ductile-iron sleeves.
The sleeve starts with a 0.080-in wall, which following installation into the block is honed to 0.060 in thick. We included a flange on the top of the liner to help keep the liner from moving vertically, a condition we have seen where the production liner has lifted proud of the deck surface, reducing head-gasket seal.
Ironically, the flange proved to be our undoing in the first engines we used it in. During the race, the engines were running lean and experienced detonation, which hammered the liner.
The liner was fractured at the flange, resulting in its rapid departure into the oil pan. Hey, if this was easy, everyone would want to do it.
In a subsequent redesign, we increased the flange thickness and revised the radius from the underside of the flange to the liner wall, resolving the problem.
When constructing a custom system or a race exhaust, one is faced with a multitude of muffler choices. There are several different methods of controlling sound used by muffler manufacturers.
One method is absorption, where fiberglass packing or stainless-steel wool is used to absorb the sound waves as they travel through the muffler.
Another method is noise cancellation, where the reflection of sound waves within the muffler can cancel out the objectionable noise.
For street systems, I prefer to use Magnaflow or Dyno-Max mufflers for a custom system, depending on the budget. Magnaflow has an extensive range of mufflers available in polished 304 stainless. These are perfect for custom systems, and will continue to look sharp for years to come.
Subject: How To Build Max-Performance 4.6-Liter Ford Engines ISBN-10: 1932494685 | ISBN-13: 9781932494686 | CarTech SA82P