2v vs 4v For High HP Daily

[KillNThrill24]

I have the parts to put together a 4v and a 2v, I have continental heads, 98 cobra intake manifold, and timing cover/chains/etc as well as wiring harness and ecu.. I also have 2v pi heads, bullitt intake mani, and everything else because obviously I'm a GT. I want to push the boundaries for a street car and build it till it hit's the ****in ceiling. It will be a daily driven car. It will have a turbo and a built 4r70. I just CAN'T decide which heads I want to slap on there. Buddy of mine is making almost 800hp on his 2v with stock heads. He's actually the one that got pissed when I posted a picture of my cobra manifold lolol. But that's besides the point. Powa is powa. How would you guys get it done?

 

[KillNThrill24]

[MENTION=14656]Musturd[/MENTION] Kyle you're one of the more power savvy guys on here what's your take?

 

[Musturd]

Personally i think I'd stay 2v port those heads and either get turbo cams or stay stock ... Some decent rods and pistons with arp rod bolts. Then spin it to the moon ... Otherwise go 4v either way you'll be stout numbers

 

[97stanger]

If you already have the parts, go 4v and don't look back. Trust me

 

[D3VST8R96GT]

The built short block will cost the same regardless.


Good ported 2v head = turbo 4v cams

I think both build will nickel a dime the budget hard core. Anyways

High HP 2v cool
High HP 4v typical

The D3V

 

[97stanger]

There is just so much more power potential out of a 4v top end compared to a 2v

 

[D3VST8R96GT]

There is just so much more power potential out of a 4v top end compared to a 2v

no denying that

The D3V

 

[KillNThrill24]

It seems like on a stock 2v head you're limited to about 600hp on pump gas. Ported heads cost about $1500, TFS cost just over $2000.

On the same hand 800hp is easily achievable on pump gas with a 4v. But cams are, like said, almost as much as ported PI heads.

Idk what to do dammit.

 

[DeepList]

There is just so much more power potential out of a 4v top end compared to a 2v

If you already have the parts, go 4v and don't look back. Trust me

^ Yes and yes.

 

[Orange 94]

4v, why wouldn't you use better equipment if you already have it?

sure 2v power might be "cooler", but its turbo... already cool factor.

 

[97stanger]

Everyone will have their opinion, but in your original post it seems like you want a balls to the wall power maker. Should be a no brainer which direction to go especially if you already have the parts...

For reference, My 20psi, intercool'd, meth, and soon to be nitrous shot 2v is going to be making what 4v blower/turbo cars do...
That should say a lot

 

[KillNThrill24]

All very good points. Yeah I don't know why the hell I'm sitting here thinking about this. I got all the 4v parts for pennies on the dollar and after selling off the stuff I didn't need I'm literally only in the hole about $300 for all my 4v equipment.... Who said going 4v is expensive? Pshhh. Yeah 4v make so much more power so much easier than 2v do.. I keep referencing this flow chart and it's like all I can think of is how much more power I'd have through the power band with the better flowing B heads over PI

 

[97stanger]

That's super lucky the situation you ran into. Yeah, it will be some work, but overall WELL worth going 4v for sure. Thats my one regret

 

[96blak54]

What kills the B heads from their true performance is the combustion chamber. You can mill off .050" and still not gain any squish pads. Compression will be the essential to your hp desire.

 

[KillNThrill24]

Yeah that's true man. Most people spend tons of money swapping from 2v to 4v, I got lucky for once. But I've heard more pro's than cons for this so I think I'm gonna end up doing it. My buddy text me today and told me he was just messing with me (as I already knew) and that he wouldn't hate on it at all. But he said "when I beat you can I tell you, told you so?" Haha so I guess you see what I'm up against.....

And I've heard B heads struggle to get off the line in comparison to C heads but I've also heard that B head intake manifolds outflow C head intake manifold. So my point there is with boost it really shouldn't make a difference if I lose a little off the line because with the better flowing manifold I should be able to squeeze out some more power. Perhaps that's misleading but only trial and error will tell

 

[D3VST8R96GT]

Honestly I think my cam cost argument is irrelevant because you can make plenty of power with the stock cams and a turbo

The D3V

 

[96blak54]

The b intake needs longer runners in order to achieve Helmholtz resonance and yes you are right about it out flowing. But without the proper length to port runner surface area, resonance will not be achieved and its crucial to creating volumetric efficiency for low and high rpm. Basically, ford couldnt package the proper intake under a cobra hood. Although! Bumping the compression up past 13:1 REALLY helps!

 

[KillNThrill24]

Honestly I think my cam cost argument is irrelevant because you can make plenty of power with the stock cams and a turbo

The D3V

Hate to be the stick in your eye but you are absolutely right there brotha. There have been B head cars over 1000hp on stock cams. The intake is 206 while the exhaust is 196, meaning it's already setup for a turbo! And it would retain full daily driver abilities. I'm going to snag a set as soon as I can and run with them. I've seen them as low as $100. IMO that just can't be beat, especially in comparison to $1100+ for new turbo cams.... I digress if I were aiming for a track only car then the aftermarket cams would be a must, I'm not at all saying they aren't worth it, I just need a car that's daily friendly, and can run hard. Stock 96-98 seem ideal for my application.

The b intake needs longer runners in order to achieve Helmholtz resonance and yes you are right about it out flowing. But without the proper length to port runner surface area, resonance will not be achieved and its crucial to creating volumetric efficiency for low and high rpm. Basically, ford couldnt package the proper intake under a cobra hood. Although! Bumping the compression up past 13:1 REALLY helps!

Touche. Long runners would probably be nice, but only place I know that sells them are MMR and they have yet to say what kind of power (with dyno sheets) they yield. I think I'm just going to look into porting the manifold (and possibly heads) and see what I can get out of it. And yeah bumping compression would help but we all know what kind of problems I can run into if not setup properly. Lol

 

[D3VST8R96GT]

I think it would be more beneficial to invest in adjustable timing components then cams as well. I would avoid adjustable primaries they scare me. But secondaries (I think MMR makes some) and adjustable crank sprockets. Fresh springs, lifters, and gt500 followers.

 

[96blak54]

If im thinking right...and im a little twisted at times....but their is more valve clearance with the B heads than the C heads, being able to run more cam timing BTDC on intake and exhaust. Also be sure you do have cobra heads and not the lincolns. The pre-97 lincolnheads valve guides are smaller and the valve seals sold anywhere will not match the heads. Even felpro has them listed the same as cobra. If used they will leak. Youll need lincoln pre-94 valve seals and expect to pay $130 for 2heads