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Joined: Aug 2001
Posts: 5,810
Hard-core CEG'er
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Hard-core CEG'er
Joined: Aug 2001
Posts: 5,810 |
Originally posted by mikey boy:
so a taurus engine is just as good as a LS/JAG? demon, i have asked you before, what is your line of work? are you an engineer or something? 
Nice one! Way to go trying to bring someones job into the topic. Its just his opinion and he's trying to help save someone from spending a lot of money for the same power that can be achieved elsewhere. Take it or leave it. I offer my opinions as well and I pretty much concurr with his assessment in this case. I have some opinions that differ 90 degrees with what some other smart individuals think, but I am not going to drag them through the mud or ask where they work just because I might not like the opinion. I expect the same respect as well.
warmonger
Former owner of '99 CSVT - Silver #222/2760
356/334 wHP/TQ at 10psi on pump gas!
See My Mods
'05 Volvo S40 Turbo 5 AWD with 6spd, Passion Red
'06 Mazda5 Touring, 5spd,MTX, Black
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Joined: May 2000
Posts: 7,012
Hard-core CEG'er
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Hard-core CEG'er
Joined: May 2000
Posts: 7,012 |
dude! take it easy. it was just a question that i am curious about. how the hell do you get anything more than that? damn, cabin fever is setting in. i ddint say one bad word about the dude.
Oo (xxx)oO
o xxxxxxxx o
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Joined: Nov 2002
Posts: 3,506
Hard-core CEG'er
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Hard-core CEG'er
Joined: Nov 2002
Posts: 3,506 |
I can see both sides of how it was ment good and taken bad...lets all just consider it a misunderstanding....Either way i must say, all 3 of you know your stuff...i have read many posts you guys have replied to.
Roz
3.0 SVT hybrid...all the fixens...Track/Race ready very soon!!!!!! 20,000 + miles
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Joined: May 2001
Posts: 259
CEG\'er
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CEG\'er
Joined: May 2001
Posts: 259 |
do you know how much buckshot wants for the 3.0l motor?
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Joined: Sep 2001
Posts: 26
New CEG\'er
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New CEG\'er
Joined: Sep 2001
Posts: 26 |
I'm in the middle of a conversion to an LS engine with the SF turbo setup... Cunningham rods, lower cr ala custom pistons, stand alone engine management and blah blah blah. I know that I have the most capable mechanic/wizard doing the job and don't regret doing it. However, the whole process takes quite a bit of time and $. If I had to start over again, I would have just done the SF turbo without the LS engine.
Maybe I'll change my mind once she's done.
We are still looking for an engine management system. Anyone have any ideas?
Josh
98.5 Contour SVT
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Joined: Oct 2001
Posts: 1,859
Hard-core CEG\'er
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Hard-core CEG\'er
Joined: Oct 2001
Posts: 1,859 |
To say cost is not an issue on a race team is ignorant. How many high end contour/cougar teams do you know with high budgets? NONE. But not to condratict myself I will say having not to modify engine and other components everytime they go through a motor, on top of the extra cost for the Ls compared to 2.5/3.0. I would say its not a good idea. MCJT you can see is a good example of what I am talking about (no trying to knock you or anything). He obviuously wanted the best that he could get and was willing to put forth the money (even if he might be regratting it a bit) and has the patience, and I am sure his installer  will perfect it. I am very intrested to see the outcome and good luck with the install MCJT. On another note going past the 8k redline I am sure though not positive would achieve good power provided the motor could breathe(trumpet still w/ tb setup shown before) and had the fuel. Just my .02 feel free to flame. 
'99 Silver svt
For sale
19" Axis Neo wheels
3.0 parts, pre-98 trunk,
Check classifieds
bp.powell@comcast.net
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Joined: Sep 2000
Posts: 9,602
Hard-core CEG'er
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Hard-core CEG'er
Joined: Sep 2000
Posts: 9,602 |
Originally posted by mikey boy:
so a taurus engine is just as good as a LS/JAG? demon, i have asked you before, what is your line of work? are you an engineer or something?
You don't have to be an "engineer" to figure that one out. It's pretty cut and dry once you look at all the facts and hard data versus the miniscule benefits of the better valvetrain. (not to mention addition cost of custom cams for this setup & VVT electronics)
Seems the "engineers" for Honda & BMW feel the way others & myself do about hydraulic adjustors.
Also a stock 3L (not even hybrid) with just SVT cams out guns the Jag 3L with it's supposedly better intakes (I/E) & better valvetrain with VVT.
2000 SVT #674
13.47 @ 102 - All Motor!
It was not broke; Yet I fixed it anyway.
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Joined: Sep 2000
Posts: 9,602
Hard-core CEG'er
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Hard-core CEG'er
Joined: Sep 2000
Posts: 9,602 |
Originally posted by livinsvt:
1. To say cost is not an issue on a race team is ignorant.
2. On another note going past the 8k redline I am sure though not positive would achieve good power provided the motor could breathe(trumpet still w/ tb setup shown before) and had the fuel. Just my .02 feel free to flame.
1. When a team drops 25-30k just on component R&D the difference of a grand, maybe two for heads components does not seem like much.
Also these teams seem to do just fine with the hydraulic adjustor valvetrains too. (my main point) They see extended, repetitive high rpm (at least 8k) and are making over 300 crank HP from 2.5L's
2. You are failing to figure in the rpm point at which upshifting will leave you and the fact that TQ rapidly falls off after 6500rpm.
Even with custom cams set (like I previously mentioned) specifically designed for high rpm use (I.E. losing most streetability) you still would not want to push the limit much past 8k anyway. (say 6000-8500 rpm powerband) Plus anything below that would suffer tremendously.
I still don't see this being steetable and you would likely want a steeper final drive (like the 4.5 available) to keep the rpm up.
You are now talking about spending at least 3 times the cash outlay to make 10% more peak power and mainly because the CR & redline is so high.
The power band would be much narrower and peakier as well.
The funny thing is that on anything but a long open track a regular 3L hybrid would be faster as it would have much more usable power.
Also this "LS" engine built to regular specs would be comparable in power to any regular hybrid just cost twice as much. Also don't forget the fact it has only one set of "moderate" cams that are available & getting around the VVT electronics. ($$$) This basically mean that even to use the valvetrain's better rpm ability you NEED all the high dollar custom parts.
This all brings us full circle to my original post.
NOT EVEN REMOTELY WORTH THE MONEY. I am very curious to see the final power curves and the final cost analysis myself...
2000 SVT #674
13.47 @ 102 - All Motor!
It was not broke; Yet I fixed it anyway.
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Joined: Nov 2002
Posts: 225
CEG\'er
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CEG\'er
Joined: Nov 2002
Posts: 225 |
no one has posted the time and final cost to change their 2.5 to a taurus 3.0 i am just curious 
00 Black SVT: Removed res, kvr drilled silver cad rotors, c/f pads, 5% tint all around, kenwood cd player, 2 pyle 12" subs, 2 kenwood 6X9's behind seats 800w logic and 1000w pyle amps\
95 GL MTX:needs tranny evo kit on the way (hopefully)
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Joined: Jul 2002
Posts: 974
Veteran CEG\'er
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Veteran CEG\'er
Joined: Jul 2002
Posts: 974 |
bnoon did his 2.5L to 3.0 Taurus engine conversion for around 800 dollars! of course this is doing all labor himself
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