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331, 347, or 408?
- Thread starter LowCountryEB
- Start date
OP
OP
LowCountryEB
Full Member
So mavereq, you didn't like the 408?
- Joined
- Jun 11, 2004
- Messages
- 12,015
My 408-powered trail rig had a granny 4-speed tranny and was a joy to drive. Well..it still does..it's just not mine any more.
What was it that made yours "unfun", if you don't mind my asking.
BluePrintEngine
New Member
Hi LowCountry
I saw your post here and wanted to thank you for your interest in BluePrint Engines. I believe you and I talked on the phone.
Feel free to contact us with any other questions you may have on our products.
Scott Liggett
BluePrint Engines
1(800)483-4263
info@blueprintengines.com
www.blueprintengines.com
BluePrintEngine
New Member
Hi Rguest
We now use our own cylinder heads designed in house on these Ford Engines. See the link below on the heads used on the four engines Low Country posted about.
http://www.blueprintengines.com/ind...item/bp-190cc-sb-ford-aluminum-head-ped-mount
Scott Liggett
BluePrint Engines
1(800)483-4263
info@blueprintengines.com
www.blueprintengines.com
ChrisC74
Sr. Member
- Joined
- Dec 9, 2010
- Messages
- 906
What about his question about having an option on cam?
You should consider putting together a 347 torque focused configuration optimal for these heavy Bronco trucks, then become a vendor on here and sell the piss out of them. Just sayin.. I'd be in line for that configuration.
OP
OP
LowCountryEB
Full Member
Thanks Paul! You like the 347 better than the 408? Damn that 408 is a HOSS! But, is it too much for my drive train (see the 1st post in this thread as you and I have discussed on the phone). What does everyone else think?
naneumranch
Sr. Member
- Joined
- Sep 17, 2011
- Messages
- 405
Horse power and torque cost money you got pay to play stock running gear will hold up for awhile but sooner or later you going to start breaking stuff. It will start at you weakest point drivelines and u-joint you hope there quick and easy upgrade and fix but once that's beefed up it axle and transmissions.
stock running gear will hold up for awhile but sooner or later you going to start breaking stuff. It will start at you weakest point drivelines and u-joint you hope there quick and easy upgrade and fix but once that's beefed up it axle and transmissions.
- Joined
- Nov 3, 2003
- Messages
- 51,619
I say you've got a numbers addiction problem there buddy.;D You said that you didn't really like the power of the stock engine in your brother's GTO, yet you want to put more than that car had, into a lifted, short wheelbase, big tired utility truck?
From everything I've read you say here, it seems you really want the big-bad-voodoo-mac-daddy power engine, so I say go for it and have fun.
But when you decide you really don't like driving your rig the way it is, or you keep breaking the same things because your heavy right foot is having too much fun at the stop sign drag races, just sell the engine on and get one of the "lower powered" options instead.
Either that, or go the direction most would go with that engine and develop the rest of the Bronco around it instead. You'll need to beef a few things up, but mainly get things dialed in so that it handles tight and true, rather than wallowy and jumpy under accel-decel and steering maneuvers.
Forget for a moment just comparing the new options to each other, if you look at the numbers coming from even the lowly 306 there on the charts, it's got literally more than DOUBLE the horsepower that your stock engine came with. And at least 35% more torque.
If that don't float your boat, then the 408 with almost double the torque of your stock engine should just smoke it!
So go the route you really want, and dial in the rest to suit.
But that's just me...
Paul
From everything I've read you say here, it seems you really want the big-bad-voodoo-mac-daddy power engine, so I say go for it and have fun.
But when you decide you really don't like driving your rig the way it is, or you keep breaking the same things because your heavy right foot is having too much fun at the stop sign drag races, just sell the engine on and get one of the "lower powered" options instead.
Either that, or go the direction most would go with that engine and develop the rest of the Bronco around it instead. You'll need to beef a few things up, but mainly get things dialed in so that it handles tight and true, rather than wallowy and jumpy under accel-decel and steering maneuvers.
Forget for a moment just comparing the new options to each other, if you look at the numbers coming from even the lowly 306 there on the charts, it's got literally more than DOUBLE the horsepower that your stock engine came with. And at least 35% more torque.
If that don't float your boat, then the 408 with almost double the torque of your stock engine should just smoke it!
So go the route you really want, and dial in the rest to suit.
But that's just me...
Paul
OP
OP
LowCountryEB
Full Member
Man, you have good memory! lol....I agree that even the little 306 is a powerhouse. And I think that 347 is a sweet motor too. And, it will drop right in. BluePrint says that's by far the most popular Ford engine they sell. Maybe I should just go that route.
BluePrintEngine
New Member
The cams we use on the engines that Low Country quoted, with great low/mid-range torque. They also pull enough vacuum to operate power brakes. Peak horsepower on 331, 347 and 408 is right at 5800 rpm. Peak torque at 4000 rpm. The 306 with the shorter stroke has peak horsepower at 6000 rpm and peak torque at 4200.
We are starting a custom build program that we can talk about a cam change if that is what you want.
Scott Liggett
BluePrint Engines
1(800)483-4263
info@blueprintengines.com
www.blueprintengines.com
- Joined
- Aug 22, 2005
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- 14,549
Need a set up that makes peak TQ at 2500 rpm.
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Quick off the line in a 4500 lb vehicle ... you need torque and proper gearing.
The 408 will top that discussion, but not end it because now you will chasing all the weak links between the motor and the contact patch at the tires. Tranny, transfer, differentials, axle shafts, (front , rear and shorties),u joints, hub locks .... etc
I have not ran it yet , but....
I had my 347 custom built for $5500 locally.
Trick flows, roller block from an explorer , roller rockers... will have Explorer EFI.
I had three different cam manufactures spec a cam for the engine/vehicle/drive line combination and they all came back with very similar suggested cam profiles.
They knew I was looking for torque.
I went with the Comp Cams 35-351-8 (XE270hr-14)
My belief is this cam along with the long runners of the Explorer/GT40 intakes and the heads, should make for a beautiful match up for a torque motor. Due to the fast ramp rates of these XE cams , the intake charge velocity should be outstanding. The exhaust via the head flow , headers and a free flowing exhaust system will take care of itself.
The lower XE cams in the 302's have had outstanding results.
But since my Bronco is in pieces at the moment, only time will tell for sure.
I chose a 347 over a 408 because I intend to run a lighter duty drive line and didn't care to upgrade everything behind the motor to withstand the brutal amount of torque a 408 can create.
I chose the 347 over the 351 just to ease fitment issues, but really they are a minor concern,especially if you do a body lift.
People that freak out over the 347 rod angles usually gush over the venerable Chevy 383 ,which has even harsher rod angles... go figure.
The early 347 had issues because they were one off "home built" versions. The flaws have been engineered out now. There are a lot of long lived 347's out there.
Some argue the 351 internals are beefy as hell, they are. Others argue that they will rev slower than a 347 because of that heavy beefiness ....
Others argue that the new 347 internals are plenty stout and they will rev faster than a 351.... your call.
Like I said, I went for "302 ease of fitment" and have full faith in the newer 347 kits.
I forget which brand mine is , i'd have to unbury the info packet. But it was one of the name brands , well respected kits.
My tranny will be a nv3550, but I,d also consider a 4sp auto overdrive also. (700r4 or 4r70 etc etc)
Final gearing will be decided after it runs, but with 33's and OD , even 4:56's are acceptable according to the charts.
The 408 will top that discussion, but not end it because now you will chasing all the weak links between the motor and the contact patch at the tires. Tranny, transfer, differentials, axle shafts, (front , rear and shorties),u joints, hub locks .... etc
I have not ran it yet , but....
I had my 347 custom built for $5500 locally.
Trick flows, roller block from an explorer , roller rockers... will have Explorer EFI.
I had three different cam manufactures spec a cam for the engine/vehicle/drive line combination and they all came back with very similar suggested cam profiles.
They knew I was looking for torque.
I went with the Comp Cams 35-351-8 (XE270hr-14)
My belief is this cam along with the long runners of the Explorer/GT40 intakes and the heads, should make for a beautiful match up for a torque motor. Due to the fast ramp rates of these XE cams , the intake charge velocity should be outstanding. The exhaust via the head flow , headers and a free flowing exhaust system will take care of itself.
The lower XE cams in the 302's have had outstanding results.
But since my Bronco is in pieces at the moment, only time will tell for sure.
I chose a 347 over a 408 because I intend to run a lighter duty drive line and didn't care to upgrade everything behind the motor to withstand the brutal amount of torque a 408 can create.
I chose the 347 over the 351 just to ease fitment issues, but really they are a minor concern,especially if you do a body lift.
People that freak out over the 347 rod angles usually gush over the venerable Chevy 383 ,which has even harsher rod angles... go figure.
The early 347 had issues because they were one off "home built" versions. The flaws have been engineered out now. There are a lot of long lived 347's out there.
Some argue the 351 internals are beefy as hell, they are. Others argue that they will rev slower than a 347 because of that heavy beefiness ....
Others argue that the new 347 internals are plenty stout and they will rev faster than a 351.... your call.
Like I said, I went for "302 ease of fitment" and have full faith in the newer 347 kits.
I forget which brand mine is , i'd have to unbury the info packet. But it was one of the name brands , well respected kits.
My tranny will be a nv3550, but I,d also consider a 4sp auto overdrive also. (700r4 or 4r70 etc etc)
Final gearing will be decided after it runs, but with 33's and OD , even 4:56's are acceptable according to the charts.
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