me vs. 4.6 GT 94-97?
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Registered User
Joined: Aug 2003
Posts: 150
From: so cal
me vs. 4.6 GT 94-97?
first we were weaving through traffic and we finally get lined up next to each other, but we dident get stopped all the way. i have an a4 and it stayed in 2nd and he had a manual so he got the jump on me pretty bad in the beginning. and once i out of 2nd i started pulled like crazy, i passed him and put a couple car lenghts on him then shut down. there was three people in his car and i was by myself. do you think i should have pulled that bad, i almost past him like he was standing still.
Registered User
Joined: Sep 2000
Posts: 3,223
From: Browns Mills, New Jersey
Originally posted by 94SLUG
4.6 is just a terrible motor, try pulling a trailor with one in the mountains.
in f150.
4.6 is just a terrible motor, try pulling a trailor with one in the mountains.
in f150.
Registered User
Joined: Oct 2002
Posts: 856
From: Denver
Originally posted by Antz97ZNJ
Actually its a good motor, reacts extremely well to boost. For the size of it in the dohc form its performs phenominal, and reacts well to mods. The Mach 1 is putting out LS1 numbers stock for stock w/ far less cubes so how can it be terrible
Actually its a good motor, reacts extremely well to boost. For the size of it in the dohc form its performs phenominal, and reacts well to mods. The Mach 1 is putting out LS1 numbers stock for stock w/ far less cubes so how can it be terrible
Casting flaws in the head, lifters that tap at 60k, weak wrist pins, bad oils pumps, internal bypass hose inside the intake manifold area, PLASTIC INTAKE, 0 longevity past 150k on a stock motor in a pulling vehicle F150/van/abused mustang, its the size of a 460cid, ford wont do anything to a internal engine problem only a new replacement block, cant be built by somone like me in my garage like my motor, uses multi cams, mega tensioner problems, windage adjustment nightmare, 1800 for a used 4.6, mega dollars for any kind of internal mods. Hialeah police department in Miami is sueing ford motor company for engine failure( all the cop car fell appart LOL . Look at the real ford motors 4.9,5.0,5.8, the 5.0 breaks down the lifter valley at 500hp, the 4.9 is awesome, and the only strong blocks where casted in Mexico. Look at the S351 compared to the 03 cobra its a total joke, compared to the 98 cobra. You need to lift the motor to get the valve cover off a 5.4 van. Take a look on my webpage I have expiernce with a sc 306 around 500rwhp. I aslo sold ford/chevy trucks and vans for years, and a fair share of stangs. I dont talk this out my *** just what my customers have told me, and the motors we my family have had to replace due to failure. The 4.9, 5.0, 5.8, 7.4, and the 7.3 windsor/internation engines where ten times the quality of the mod motor/ new internationals. Ford could see the where way to reliable and had to change the engineering to fail. Thats why there stock has tumbled to 10bucks a share. Thats off the top of my head after a 6pack.
Now lets talk ford transmissions, AOD-e, E40d, T5, alll problem prone terrible transmissions. Dont dare shift a T5 fast under power, get 10 tranny coolers for the E40d and cross your fingers on a 1700 rebuild, and the AOD is great for a 87 4cyl mustang.
they react to boost because of low compression, and a motor reacting well to boost does not make it a good engine. Good engine is one that last. Look at chevy they pretty much got rid of the 305, 350, and 454 for same reason they will last 300k. Well they stayed with a sigle cam machineable motor atleast.
Bill
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Joined: Sep 2000
Posts: 3,223
From: Browns Mills, New Jersey
Everyone has there own opinions, the LT1 and LS1 has a list of problems themselves,its mostly how you take care of the car...Most of the problems your speaking of have been in the past and have since been takin care of.
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Joined: Aug 2001
Posts: 12
From: huntington beach
Registered User
Joined: May 2001
Posts: 97
From: Reno, NV
Originally posted by 94SLUG
Casting flaws in the head, lifters that tap at 60k, weak wrist pins, bad oils pumps, internal bypass hose inside the intake manifold area, PLASTIC INTAKE, 0 longevity past 150k on a stock motor in a pulling vehicle F150/van/abused mustang, its the size of a 460cid, ford wont do anything to a internal engine problem only a new replacement block, cant be built by somone like me in my garage like my motor, uses multi cams, mega tensioner problems, windage adjustment nightmare, 1800 for a used 4.6, mega dollars for any kind of internal mods. Hialeah police department in Miami is sueing ford motor company for engine failure( all the cop car fell appart LOL . Look at the real ford motors 4.9,5.0,5.8, the 5.0 breaks down the lifter valley at 500hp, the 4.9 is awesome, and the only strong blocks where casted in Mexico. Look at the S351 compared to the 03 cobra its a total joke, compared to the 98 cobra. You need to lift the motor to get the valve cover off a 5.4 van. Take a look on my webpage I have expiernce with a sc 306 around 500rwhp. I aslo sold ford/chevy trucks and vans for years, and a fair share of stangs. I dont talk this out my *** just what my customers have told me, and the motors we my family have had to replace due to failure. The 4.9, 5.0, 5.8, 7.4, and the 7.3 windsor/internation engines where ten times the quality of the mod motor/ new internationals. Ford could see the where way to reliable and had to change the engineering to fail. Thats why there stock has tumbled to 10bucks a share. Thats off the top of my head after a 6pack.
Now lets talk ford transmissions, AOD-e, E40d, T5, alll problem prone terrible transmissions. Dont dare shift a T5 fast under power, get 10 tranny coolers for the E40d and cross your fingers on a 1700 rebuild, and the AOD is great for a 87 4cyl mustang.
they react to boost because of low compression, and a motor reacting well to boost does not make it a good engine. Good engine is one that last. Look at chevy they pretty much got rid of the 305, 350, and 454 for same reason they will last 300k. Well they stayed with a sigle cam machineable motor atleast.
Bill
Casting flaws in the head, lifters that tap at 60k, weak wrist pins, bad oils pumps, internal bypass hose inside the intake manifold area, PLASTIC INTAKE, 0 longevity past 150k on a stock motor in a pulling vehicle F150/van/abused mustang, its the size of a 460cid, ford wont do anything to a internal engine problem only a new replacement block, cant be built by somone like me in my garage like my motor, uses multi cams, mega tensioner problems, windage adjustment nightmare, 1800 for a used 4.6, mega dollars for any kind of internal mods. Hialeah police department in Miami is sueing ford motor company for engine failure( all the cop car fell appart LOL . Look at the real ford motors 4.9,5.0,5.8, the 5.0 breaks down the lifter valley at 500hp, the 4.9 is awesome, and the only strong blocks where casted in Mexico. Look at the S351 compared to the 03 cobra its a total joke, compared to the 98 cobra. You need to lift the motor to get the valve cover off a 5.4 van. Take a look on my webpage I have expiernce with a sc 306 around 500rwhp. I aslo sold ford/chevy trucks and vans for years, and a fair share of stangs. I dont talk this out my *** just what my customers have told me, and the motors we my family have had to replace due to failure. The 4.9, 5.0, 5.8, 7.4, and the 7.3 windsor/internation engines where ten times the quality of the mod motor/ new internationals. Ford could see the where way to reliable and had to change the engineering to fail. Thats why there stock has tumbled to 10bucks a share. Thats off the top of my head after a 6pack.
Now lets talk ford transmissions, AOD-e, E40d, T5, alll problem prone terrible transmissions. Dont dare shift a T5 fast under power, get 10 tranny coolers for the E40d and cross your fingers on a 1700 rebuild, and the AOD is great for a 87 4cyl mustang.
they react to boost because of low compression, and a motor reacting well to boost does not make it a good engine. Good engine is one that last. Look at chevy they pretty much got rid of the 305, 350, and 454 for same reason they will last 300k. Well they stayed with a sigle cam machineable motor atleast.
Bill
Registered User
Joined: Oct 2002
Posts: 348
From: Bay Area, CA
You stangs guys always comment on our dashes. You guys barely have one I feel like I'm gonna go through the windshield even with a sit belt on while riding in those. It's nice to have decent sized dash out in front.
Registered User
Joined: Sep 2000
Posts: 3,223
From: Browns Mills, New Jersey
Originally posted by Indy93Z28
You stangs guys always comment on our dashes. You guys barely have one I feel like I'm gonna go through the windshield even with a sit belt on while riding in those. It's nice to have decent sized dash out in front.
You stangs guys always comment on our dashes. You guys barely have one I feel like I'm gonna go through the windshield even with a sit belt on while riding in those. It's nice to have decent sized dash out in front.
Registered User
Joined: Jan 1999
Posts: 1,547
From: Panhandle of West Virginia
Originally posted by 94SLUG
Casting flaws in the head,
Casting flaws in the head,
That was a one year only deal was corrected. I have heard of no casting flaws causing problems in a production vehicle.
lifters that tap at 60k, weak wrist pins, bad oils pumps, internal bypass hose inside the intake manifold area
Many of these problems were with the 4.6 SOHC in it's non PI from from the earlier days. These problems were fixed.
PLASTIC INTAKE,
Correct me if I am wrong, but didn't the LS-1 have composite intake?
0 longevity past 150k on a stock motor in a pulling vehicle F150/van/abused mustang,
I have seen more than one 350,000+ mile taxi cab with it's original 4.6 SOHC going on it's 3rd or 4th AODE.
ford wont do anything to a internal engine problem only a new replacement block
So if Ford is willing to replace the whole engine under warranty this is a bad thing? I've seen enough LS-1's in the dumpster to know that GM has practiced a similar method on dealing with internal engine problems. If not under warranty it is better to go to one of the modular engine rebuilders than going to a dealer anyway.
cant be built by somone like me in my garage like my motor
If someone knows how they work, rebuilding one in a home garage is not that hard. It's just like any other engine. Is it as easy to rebuild like say a 5.0 (which I just did in the summer)? No, but it can be done.
uses multi cams, mega tensioner problems, windage adjustment nightmare
I don't see the use of multi cams to be a problem with the design. Early 4.6's had a tensioner problem, but that problem was corrected as well.
1800 for a used 4.6, mega dollars for any kind of internal mods.
I have to disagree here. I can get a complete DOHC 280 hp 4.6 with all accessories from a Licoln Mark VIII for $500 or less. I think that is rather a bargain and I have been thinking of swapping one into a early 80's notch along with a solid 8.8 rear. With the light weight, it would be a decent performer even stock. The 96-98 4.6's (non PI) are well under $1,000 as well.
Look at the S351 compared to the 03 cobra its a total joke, compared to the 98 cobra.
I am not following you here. The Saleen was in the mid $50,000 range while the Cobra is in the mid 30's. Changing the blower pulley and adding average bolt ons will match the 495 (or 500 in earlier models) Saleen number. So how is the 4.6 a joke compared to it when the Cobra from '03 has already cracked mid 9's? The first SOHC to break the 8's did it with the stock heads ported and stock block with internal work. Doesn't sound too shabby to me.
You need to lift the motor to get the valve cover off a 5.4 van. Take a look on my webpage I have expiernce with a sc 306 around 500rwhp. I aslo sold ford/chevy trucks and vans for years, and a fair share of stangs. I dont talk this out my *** just what my customers have told me, and the motors we my family have had to replace due to failure.
That's lovely and everything, but you are neglecting the most recent itteration of modular motors and the current level of aftermarket support which is coming about.
Thats why there stock has tumbled to 10bucks a share.
Actually the stock went down after the Jacques Nasser fiasco which involved the Explorer rollover issue.
Now lets talk ford transmissions, AOD-e, E40d, T5, alll problem prone terrible transmissions.
The 4R70W is not that far off as far as strength from the GM transmissions. The gear set was upgraded to a 2.84 1st and 1.53 second from the AOD's 2.40 and 1.47 2nd, the clutches and OD band were strengthened, channeling was done in the rear pump for better fluid drainback which was a problem on the earlier AOD, and you can run about 450 hp into one without burning it up.
Dont dare shift a T5 fast under power,
World class T-5 was the same tranny used in the 3rd gen Camaro. The Cobra went to the T-45 which is admittidly weak. They had the sense to go with the 6 spd in the '03 Cobra.
and the AOD is great for a 87 4cyl mustang.
4cyl Mustang used the A4LD, not the AOD. My stock AOD had me running mid 13 second 1/4 mile passes with 200,000 miles on it with no rebuild. Most of their failures were linepressure issues due to disintigration of the retaining grommet on the TV cable. The internals and double planetary set were actually failry strong but had a few weak links such as a hollow 2 piece input shaft which are easliy corrected.
Last edited by scott9050; Dec 30, 2003 at 08:36 PM.
Registered User
Joined: Oct 2002
Posts: 348
From: Bay Area, CA
Originally posted by Antz97ZNJ
Last time I test drove a 2002 5spd GT i didnt see anything wrong at all w/ the dash, happen to think the camaros is fine as well
Last time I test drove a 2002 5spd GT i didnt see anything wrong at all w/ the dash, happen to think the camaros is fine as well
Just saying I don't see our dash as a bad thing.
Registered User
Joined: May 2001
Posts: 97
From: Reno, NV
Originally posted by scott9050
That was a one year only deal was corrected. I have heard of no casting flaws causing problems in a production vehicle.
[/b]
Many of these problems were with the 4.6 SOHC in it's non PI from from the earlier days. These problems were fixed.
[/b]
Correct me if I am wrong, but didn't the LS-1 have composite intake?
[/b]
I have seen more than one 350,000+ mile taxi cab with it's original 4.6 SOHC going on it's 3rd or 4th AODE.
[/b]
So if Ford is willing to replace the whole engine under warranty this is a bad thing? I've seen enough LS-1's in the dumpster to know that GM has practiced a similar method on dealing with internal engine problems. If not under warranty it is better to go to one of the modular engine rebuilders than going to a dealer anyway.
[/b]
If someone knows how they work, rebuilding one in a home garage is not that hard. It's just like any other engine. Is it as easy to rebuild like say a 5.0 (which I just did in the summer)? No, but it can be done.
[/b]
I don't see the use of multi cams to be a problem with the design. Early 4.6's had a tensioner problem, but that problem was corrected as well.
[/b]
I have to disagree here. I can get a complete DOHC 280 hp 4.6 with all accessories from a Licoln Mark VIII for $500 or less. I think that is rather a bargain and I have been thinking of swapping one into a early 80's notch along with a solid 8.8 rear. With the light weight, it would be a decent performer even stock. The 96-98 4.6's (non PI) are well under $1,000 as well.
[/b]
I am not following you here. The Saleen was in the mid $50,000 range while the Cobra is in the mid 30's. Changing the blower pulley and adding average bolt ons will match the 495 (or 500 in earlier models) Saleen number. So how is the 4.6 a joke compared to it when the Cobra from '03 has already cracked mid 9's? The first SOHC to break the 8's did it with the stock heads ported and stock block with internal work. Doesn't sound too shabby to me.
[/b]
That's lovely and everything, but you are neglecting the most recent itteration of modular motors and the current level of aftermarket support which is coming about.
[/b]
Actually the stock went down after the Jacques Nasser fiasco which involved the Explorer rollover issue.
[/b]
The 4R70W is not that far off as far as strength from the GM transmissions. The gear set was upgraded to a 2.84 1st and 1.53 second from the AOD's 2.40 and 1.47 2nd, the clutches and OD band were strengthened, channeling was done in the rear pump for better fluid drainback which was a problem on the earlier AOD, and you can run about 450 hp into one without burning it up.
[/b]
World class T-5 was the same tranny used in the 3rd gen Camaro. The Cobra went to the T-45 which is admittidly weak. They had the sense to go with the 6 spd in the '03 Cobra.
[/b]
4cyl Mustang used the A4LD, not the AOD. My stock AOD had me running mid 13 second 1/4 mile passes with 200,000 miles on it with no rebuild. Most of their failures were linepressure issues due to disintigration of the retaining grommet on the TV cable. The internals and double planetary set were actually failry strong but had a few weak links such as a hollow 2 piece input shaft which are easliy corrected. [/B]
That was a one year only deal was corrected. I have heard of no casting flaws causing problems in a production vehicle.
[/b]
Many of these problems were with the 4.6 SOHC in it's non PI from from the earlier days. These problems were fixed.
[/b]
Correct me if I am wrong, but didn't the LS-1 have composite intake?
[/b]
I have seen more than one 350,000+ mile taxi cab with it's original 4.6 SOHC going on it's 3rd or 4th AODE.
[/b]
So if Ford is willing to replace the whole engine under warranty this is a bad thing? I've seen enough LS-1's in the dumpster to know that GM has practiced a similar method on dealing with internal engine problems. If not under warranty it is better to go to one of the modular engine rebuilders than going to a dealer anyway.
[/b]
If someone knows how they work, rebuilding one in a home garage is not that hard. It's just like any other engine. Is it as easy to rebuild like say a 5.0 (which I just did in the summer)? No, but it can be done.
[/b]
I don't see the use of multi cams to be a problem with the design. Early 4.6's had a tensioner problem, but that problem was corrected as well.
[/b]
I have to disagree here. I can get a complete DOHC 280 hp 4.6 with all accessories from a Licoln Mark VIII for $500 or less. I think that is rather a bargain and I have been thinking of swapping one into a early 80's notch along with a solid 8.8 rear. With the light weight, it would be a decent performer even stock. The 96-98 4.6's (non PI) are well under $1,000 as well.
[/b]
I am not following you here. The Saleen was in the mid $50,000 range while the Cobra is in the mid 30's. Changing the blower pulley and adding average bolt ons will match the 495 (or 500 in earlier models) Saleen number. So how is the 4.6 a joke compared to it when the Cobra from '03 has already cracked mid 9's? The first SOHC to break the 8's did it with the stock heads ported and stock block with internal work. Doesn't sound too shabby to me.
[/b]
That's lovely and everything, but you are neglecting the most recent itteration of modular motors and the current level of aftermarket support which is coming about.
[/b]
Actually the stock went down after the Jacques Nasser fiasco which involved the Explorer rollover issue.
[/b]
The 4R70W is not that far off as far as strength from the GM transmissions. The gear set was upgraded to a 2.84 1st and 1.53 second from the AOD's 2.40 and 1.47 2nd, the clutches and OD band were strengthened, channeling was done in the rear pump for better fluid drainback which was a problem on the earlier AOD, and you can run about 450 hp into one without burning it up.
[/b]
World class T-5 was the same tranny used in the 3rd gen Camaro. The Cobra went to the T-45 which is admittidly weak. They had the sense to go with the 6 spd in the '03 Cobra.
[/b]
4cyl Mustang used the A4LD, not the AOD. My stock AOD had me running mid 13 second 1/4 mile passes with 200,000 miles on it with no rebuild. Most of their failures were linepressure issues due to disintigration of the retaining grommet on the TV cable. The internals and double planetary set were actually failry strong but had a few weak links such as a hollow 2 piece input shaft which are easliy corrected. [/B]
