how does this sound

[selfinfliction]

i've been doing alot of reading over the last week or so and wanted to get some opinions/criticism on my plans

i'm looking to get a newer model escape 3L (after reading so much about it, it appears to be the best)

svt heads/cams with p&p 3L valves
svt radiator
clevite bearings (gonna do a normal overhaul on the block)
svt uim/lim
reburnt chip
possible--secondaries removed--
headers-- should have no problem on the svt heads, correct?


as far as making a hybrid, would it be more beneficial to just use the 3L heads and have the port work done on them, and not worry about doing a hybrid? if i do ever decide to go with a supercharger, it will be waaaaaaaaaaaaaay down the line, so i'm looking for the best amount of power from n/a and there will never be nitrous hooked up.

if you guys could give some feedback i would appreciate it

[PuckPuck]

it seems like the general concensus is starting to go towards the 3L heads route, due to safer compression levels... however the 2.5L heads with the higher compression will net you a few ponies

[selfinfliction]

i read that some people are switching back to 3L heads from the 2.5 hybrid setup, must be some reasoning behind it... what about the svt cams, are those still the best thing to have in there?

[PuckPuck]

i'm sure some cat cams would be better... but for the price i doubt it's worth it.... svt cams can still be had for a decent price if you look hard enough...

[Blackcoog]

Reasoning behind swtiching back to 3L heads is to drop the Compression for Turboing or Supercharging.

[Kinger]

I can tell ya if you PnP through me the 3L oval port to split port PnP is cheaper then the 2.5L heads because you can re use valves. :)

[DemonSVT]

Originally posted by: PuckPuck
1. it seems like the general concensus is starting to go towards the 3L heads route, due to safer compression levels...
2. however the 2.5L heads with the higher compression will net you a few ponies
1. Incorrect. The reason is because you don't plug off the extra oil feeds & drains. The whole oil starvation issue. That is the main reason to get away from the 2.5L heads.
The lower compression just makes it much easier to make a strong powerband on pump gas. Also the tumble port design promotes better cylinder filling. Something a static flowbench can never test.

2. Only if you can add enough octane to support running a hotter timing curve. When you are limited to pump gas it really takes the small benefits of the higher compression away.

[selfinfliction]

so far my plans have just done a complete 180, so now i am looking at the complete 3L and use the money from the svt heads to pay for a p&p on the 3L heads. as far as the type of uim/lim, which is the best route to take? are there any benefits to going split port on the 3L (they're oval normally correct?)

[Rikenbomb]

If you visit DemonSVT's site (click on his link in his sig) he explains the advantages/disadvantages of port matching the 3L heads. You'll have to dig around for it but you should find it.

Click CDW-27 & Duratec Info -> Technical Info -> Heads & Port Manifold Theory

[selfinfliction]

lol i thought i read all the stuff there, appearently not

[selfinfliction]

found a local yard with a 2003 escape motor with 13k miles on it for $750, that a good price? i seen one listed that had 900 miles (2004 model) for the same price, but the first one said it ran fine when pulled. second one didn't say how it was

[selfinfliction]

picked up the motor on friday.. gonna break it down next week. would you guys suggest that i stick with a svt upper and lower, along with throttle body?

i'm not too sure what the optimum setup will be because i only have experience with carbed v8's this is gonna be a long project for me lol