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My new 347


vroomzoomboom

Elite Canuck STOCK SUCKS!
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selkirk, manitoba
Year, Model & Trim Level
98 supercharged 347 sport
and the bottom right hole is flat. thats what did me in last year
 


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Dono

347 V8 Limited turbo
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00 Limited V8
Thanks Tim, its interesting. I would have thought even the aftermarket (GMB,etc.) would have been Ford factory catsting rebuilds, but thats apparently not the case.

Don, back to your thoughts on the springs you have for your heads, here is what my engine builder is using.
Valve Spring | PAC Racing Springs
The spec's are there, so it will hopefully help you.

Honestly, I would expect that FlowTech inductions is excellent, but with the continued calamity of errors with the motor rebuilding over and over an issue showed up. Its interesting that the cam card spec'd the lower pressure springs also. I'm betting that this spec had more to do with a spec that was recommended with the core, rather than FlowTech's determination.

I am interested in dropping my new motor on the engine dyno for many reasons:
1. The builder and I know beyond any shadow of a doubt that if a thrust goes again, its purely my issue. I think we have determined that already.
2. After the dyno, the builder will look at the oil, pull the pan off and look for issues, and pull a valve cover off to look for issues.
3. I will see in N/A form what timing makes best power at different rpm's. Peak torque RPM will also be interesting. This will be helpful in tuning.
4. The experience
To a lesser degree, the over all HP/Torque the motor makes at the flywheel N/A will be interesting
 




Dono

347 V8 Limited turbo
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thread abandoned: New thread time so I can find information as I need it.
My New, New 347
 




CDW6212R

Hauls the mail.
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98 Limited AWD
Thanks Tim, its interesting. I would have thought even the aftermarket (GMB,etc.) would have been Ford factory catsting rebuilds, but thats apparently not the case.

Don, back to your thoughts on the springs you have for your heads, here is what my engine builder is using.
Valve Spring | PAC Racing Springs
The spec's are there, so it will hopefully help you.

Honestly, I would expect that FlowTech inductions is excellent, but with the continued calamity of errors with the motor rebuilding over and over an issue showed up. Its interesting that the cam card spec'd the lower pressure springs also. I'm betting that this spec had more to do with a spec that was recommended with the core, rather than FlowTech's determination.

I am interested in dropping my new motor on the engine dyno for many reasons:
1. The builder and I know beyond any shadow of a doubt that if a thrust goes again, its purely my issue. I think we have determined that already.
2. After the dyno, the builder will look at the oil, pull the pan off and look for issues, and pull a valve cover off to look for issues.
3. I will see in N/A form what timing makes best power at different rpm's. Peak torque RPM will also be interesting. This will be helpful in tuning.
4. The experience
To a lesser degree, the over all HP/Torque the motor makes at the flywheel N/A will be interesting
I'll bet NA it'll make 400hp given those heads and intake, if the cam is supposed to run to 5500-6000rpm. The torque peak might be in the 3700rpm range, again assuming the peak is aimed at around 5500 or so. If it's over 4000rpm, then the cam might be a little big, made for more rpm than you want. I think I'll want mine to shift before 6k. The springs and lift are big factors in that rpm band choice. I hope a custom cam can be made to be more reliable if it's asked for(limit the lift etc).
 




shucker1

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98 XLT 5.0




Dono

347 V8 Limited turbo
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Rubbing issues, and on back order for another one. On-line there are many other reports of poor quality control.
I decided the best bet is OEM. That combined with a Mr. Gasket high flow 180 degree thermostat and I will have added protection to what was a non-problem anyway.
 




Dono

347 V8 Limited turbo
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Don, the cam will not be ordered till after the heads are flowed. With a higher flowing motor, I'd expect peak torque to come down. Also, the turbo will come on much earlier and that will give me the torque much lower in the rpm band. Its all hypothetical, we will see what happens.
 




shucker1

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Rubbing issues, and on back order for another one. On-line there are many other reports of poor quality control.
I decided the best bet is OEM. That combined with a Mr. Gasket high flow 180 degree thermostat and I will have added protection to what was a non-problem anyway.
Thanks.

Scratch that off the final parts list.
 




CDW6212R

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Don, the cam will not be ordered till after the heads are flowed. With a higher flowing motor, I'd expect peak torque to come down. Also, the turbo will come on much earlier and that will give me the torque much lower in the rpm band. Its all hypothetical, we will see what happens.
I like that, I too would want a revamped cam selection, given the wear of the cam lobes etc. I hope that issue was an odd mismatch of lobe choices and springs. If we were neighbors, and money/labor was no issue, I'd offer to pull my 347 cam out and let you try it. I had it made for a medium boost turbo application, intended to run NA initially. I gave up on that thought for my Lincoln, that'd be nuts in the car. It's made for Canfield heads, which are just above what the 170's were made for.

You could sell those 170's, and ... for $2800 buy some not yet used High Port 240's. They are listed as flowing 355cfm(@.800). I'm glad those weren't the 225cc versions, and much cheaper. I think he bought those long ago, when they cost $3500ish. Now I think the range is about $2600 new. Bench racing, everyone is a winner.
 
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Dono

347 V8 Limited turbo
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Yea, bench racing is kinda fun, and then we hopefully get to see what actually happens.

I'm not interested in highports. I end up with fitment issues with the exhaust that I don't want to deal with.

As Tim said to me the other day, the motor would be a killer fit for a fox body. Who knows, maybe one day.
 




CDW6212R

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Oh yes, every one we see here discussed in an Explorer, it's a 10 second Mustang set up right to race.
 




Dono

347 V8 Limited turbo
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I was over on the yellowbullet looking around a bit and found a current thread on thrust bearing failure.
One of the guys specifically states that trans cooler line restrictions can cause thrust failure. I don't know if he was speaking from experience, but is sure helps validate in my mind about those 90 degree fittings I had in the cooler line were an issue.


"A damaged crank thrust can be the result of a restriction in the transmission cooler circuit caused by a kinked line or restricted fitting or ? High pressure in the converter pushes it forward on the stator support like a hydraulic jack."
Copper flakes in oil - Page 2 - Yellow Bullet Forums
 




EB4X

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95 Explorer 4X 4.0 ohv
synchronizer

I would soak it with carb cleaner to loosen it up, then pull it out. I would then take it outside and beat mercilessly on it without holding back at all, until I felt better.
Then I would do a victory dance on it.

After that I would probably look around to make sure no one saw me.
I KNOW THIS IS AN OLD POST BUT LOVE IT.... being my Cam synchronizer is STILL stuck in engine!
 




410Fortune

River Season
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if you cam synchro is stuck in a 4.0 engine I suggest you make a simple tool to fit the cam synchro body and fit on the end of a slide hammer...

Basically is a 2" wide piece of steel with two holes drilled in it for the cam sensor screws to go down into the synchro body, then weld a nut in the middle that fits a slide hammer
Remove the nuts from the transmission mount and jack up the back of the trans or t case as high as it will go, this gives you access to the synchro, enough to fit the slide hammer

The aftermarket synchronizers are not machined properly and they get STUCK in the aluminum ear that sticks out from the block to hold the oil pump drive shaft in place. The only way we found to remove it was a slide hammer...comes right out.
 




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