Marauder down but definitely not out!

Smokie said:
I don't want derail John's thread, but I am very interested in the F.A.S.T topic, since I don't know anything about it. If either Zack or Marty or both would like to explain more on the topic I am listening.....maybe a fresh thread.:)
Click to expand...
I've talked to several tuners about this system, as well as Scott Levine who just changed over to a F.A.S.T. system on his MkVIII. One of the benefits is that it does exactly what you tell it to. The OEM PCM allows you to adjust timing and fuel when it is in Open Loop mode (WOT). Otherwise the PCM is adjusting injectors, fuel pressure, etc for 14.7 AFR and the tuner has no control over it.
 
John, I too am sorry to hear about your motor. As we all know in the high performance arena, the risk is always there. The nature of the beast that we love and hate. Can't wait to see how your new motor rebuild comes out.

Tom, Cape Coral, Florida
 
John,

Since you're in the information gathering mode for your rebuild, you might want to take a look at those forged stroker crank setup that boost the displ. to 5.0 ?

In July 2005 Mustang and Fast Fords article, they compared back to back results on a 2 valves block (4.6 vs 5.0) keeping everything else similar on a bench dyno.

The gains were in the 7.5 - 8.0 % on the HP and TQ curves (30-40 hp/tq range). More interesting were the graphics: consistent power gain across the range for HP. The TQ was more interesting: for example, the 4.6 was equal or over 375 lbs/TQ from 4200 to 5500 rpm = 1300 rpm spread and the 5.0 was equal or over 3500 to 6000 rpm = 2500 rpm spread.

The difference in price is only a couple hundreds $. The drawback if it exist could be that those engines would be weakier on a full tilt supercharged engine like you will probably want to build. This latter part i'm not shure and maybe somebody else on this board could opinion the strenght of a 5.0 stroker block in a supercharged application.
 
John, good luck on your re-building. No doubt it must be hard going through such an experience. Please keep us all informed about what caused the failure be it tranee or possibly the tune.

Those of us keeping our cars long term with blowers are interested in the rebuilding process (compression and internals) that you may come up with.

Keep a positive outlook, your car and will be back badder than ever.

All you need do is ask for any help that any of us can give to you!
 
HwyCruiser said:
...If my engine goes tomorrow, I wouldn't trade the experience for anything either....


- JD
Click to expand...
JD, very well put. I feel the same and sure many of us do too.

John, sorry to hear of your mis-fortune. I'm also interested to learn what happened to the trans. If you need anything, you got my #.

Claude
 
Ron at Fox Lake does a real good job, he has done four engines for me one was for a two valve car, John call me if I can help, as you said the AF was perfect the car ran perfect, in my opinion its just to much on a stock block and rods and pistons, yes there are those running those numbers now on a stock block but to me I just do not care to risk it. I would go with a cast block Manly rods 8.5 to comp Diamond racing pistons, ARP fasteners billet oil pump gears Have Ron do a stage 3 on the heads and I would use 98 Cobra exhaust cams and your intake cams, call me any time if you have any questions.
 
Wow! Sorry to hear about your engine's demise...I too have had this happen to me at the drag strip.
Nothing sucks more than having your wounded MM loaded on a flatbed to be transported home. :(
My Marauder sat for ayear before I got her all back together...but it was worth it! :bigcry:


There are three ways that you could go:

1: Forged Cobra crank, forged rods, forged pistons, billet oil pump gears = 281 cid

2: Forged stroker crank, forged stroker rods, forged pistons, billet oil pump gears = 297 cid

3: Forged Cobra crank, forged rods, forged 3.700" pistons* billet oil pump gears = 305 cid
*bored & sleeved to 3.700"

I chose #3 because forged Cobra cranks are plentiful and the 3.700" bore helps to unshroud the 4 valve heads, resulting in better airflow with no other changes to the heads/intake system.
 
Last edited:
I agree with most of what Joes said I took it for granted and did not mention the Cobra steel crank and you will also have to use a different flex plate, I have never used s stroker kit, and I dont feel the need for it, we have done several high RWHP engines here with no stroker kit in it, I am not saying any thing against them I just do not feel the need for them in the applications we have done here.
 
Dennis Reinhart said:
I agree with most of what Joes said I took it for granted and did not mention the Cobra steel crank and you will also have to use a different flex plate, I have never used s stroker kit, and I dont feel the need for it, we have done several high RWHP engines here with no stroker kit in it, I am not saying any thing against them I just do not feel the need for them in the applications we have done here.
Click to expand...


Yep, I had to buy an 8 bolt flexplate to match the Cobra crank, so I just specified an 8 bolt 'SFI' rated flex plate for safety at the drags.
 
Feeling your pain!

John, it was nice meeting you during MV3, and definitely feel your pain. Hoping it works out for you, please keep us posted. JD, you summed it up nicely.

Very Respectfully, -kjs-
 
Thank you EVERYONE for the input...

I've located an engine and transmission for about $1500 pulled from a wrecked Marauder (still waiting for the eBay auction to end on the whole car one) and will use that motor for a core and heads etc in case mine is a total loss.

I want to go with the forged 8-bolt crank, flexplate, forged Manley rods and forged pistons. Not sure if there is a choice on compression ratios as I would like to stay relatively close to factory. The reason is that I have a tune that is perfect for the factory setup. I am old school when is comes to blowers and always thought that 10:1 was a tad steep to be pushing lots of PSI down it. I like the idea from Dennis to using 8.5:1 pistons too as that would seem to leave me with all sorts of potential to use all of my boost and maybe a tad more N2O as well later.

If I go with the 8.5:1 pistons, will I really notice it all that much? For reference, I'll be staying with the 3500 PI converter so torque "down low" is not an issue since it never stays "down low" for very long anyway.

Next, I need some names of shops that can do these mods and a phone number to get a quote. I can truck freight the motor where it needs to go, but somewhere in the midwest is preferred as I could deliver and pick up when completed.

And finally, Zack!!! HELP!!! Where or how do I get a bullet-proof tranny? I'll need to make sure I back this up with something that isn't going to go boom right after I get it all back together!

Thanks again everyone for your support and well wishes. I've never been afraid to play with my toys and this isn't the first 289 I've blown up. (it's the second!) The first one had 12.5:1 TRW's with a pair of Holley 600's on an Offenhauser tunnel-ram. Now -that- 289 kicked some serious ass too!

We'll get this Marauder back on the road just as soon as I nail down the who and the where.

Cheers!

john
 
Sutton DYNO before the meltdown.

I finally got some time to scan the dyno chart of the tune...

dyno-100405.jpg


I was and still am totally satisfied with the tune I got. I am really looking forward to getting the motor pulled and disassembled so I can turn the bare block into a polished coffee table under glass!

John
 
Time for anouther to join the rebuilt club. :)

I went through VT Competion Engines.

• Eagle H-Beam Connecting Rods
• Custom CP Pistons
• File to fit Piston Rings
• Clevite 77 Main & Rod Bearings
• VT Forged 4340 Stroker Crankshaft
• ARP Main Studs
• ARP Head Studs
• Billet Oil Pump Gears
• High Volume Oil Pump and Pick-up

I have 30,000 HARD miles with many passes on this build, and it's as strong as ever.
 
I have Ron at Fox Lake do all our engines. Here are the pictures of the latest build up this is a 03 Cobra block Manly Rods Diamond racing pistons ARP fasteners. The heads are fully ported with bronze guides we used 98 Cobra exhaust cams with 01 Lincoln Navigator intake cams it has the 8 rib fluid dampener toped with a Vortech JT Trim and 60 LB injectors SCT B2800 and a KBBAP.

coolingmodjlt.jpg


dampnerjlt.jpg


frontjt.jpg


rightjlt.jpg
 
Dennis Reinhart said:
I have Ron at Fox Lake do all our engines. Here are the pictures of the latest build up this is a 03 Cobra block Manly Rods Diamond racing pistons ARP fasteners. The heads are fully ported with bronze guides we used 98 Cobra exhaust cams with 01 Lincoln Navigator intake cams it has the 8 rib fluid dampener toped with a Vortech JT Trim and 60 LB injectors SCT B2800 and a KBBAP.

coolingmodjlt.jpg


dampnerjlt.jpg


frontjt.jpg


rightjlt.jpg
Click to expand...
Nice! Can I have it?:rolleyes:
 
You must log in or register to reply here.
Back
Top