I'm realitivly sure I will get some negative feedback over this but here it goes anyway. I have a 4.6l four cam cobra engine that has just been laying around and recently picked up a 95 thunderbird with a 4.6l 2 cam so I figurer why not marry to two-- COBRA/THUNDERBIRD=flying snake hense the term "Dragon". However I think I am going to need a new engine controller for this little intermingle. Does anyone have any sources for such a task? Also I will need some headers preferably equal length tubes and maybe even shorter than the typical. Any response is greatly apprieciated.
A Dragon is Born
- Thread starter ATRKalMt
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The engine is vintage 98,the "bird" has an AODE of which I plan on some serious mods,high stall converter. Also there is independant rear suspension in the bird-should help it stick to the launch fairly well. As far as the controller in the bird I am not really sure if it is up to the task- being it is currently hooked to a two cam engine. But if you think it will work I will give it a try.
Hope the IRS in your 'bird is better designed than what is in the Cobra's! As for the computer, it doesn't know or care whether the engine is a 2v or 4v.
U.M.
I talked to him a bit when I took the picture. He said that it had been a long build and he'd had to deal with a lot of problems. I don't know him, but the car is on Vancouver Island. It's a really small community of enthusiasts there and everybody seems to know everybody else. If you go to www.vistangers.ca, post that pic and ask, I'm sure somebody can get you in touch with him.
cobranator
Founding Member
Well not exactly. Since his engine is a '98 then it has the IMRC's which will have to be controlled so it does matter what computer he uses. The stock T-Bird PCM does not have this function therefore he'd be better off to use a PCM from a '98 Cobra. Ofcourse if he deletes the IMRC's than the stock T-Bird computer will suffice.
In effect, the IMRCs vary the intake runner length to give you better low-end torque and better top-end horsepower. A lot of KB users will delete the IMRCs because the twin screw gives you so much low-end torque.
Without the IMRC's and no blower you will see a small drop in lower end tq. The IMRC's should open at 3200 rpm so after that no change except a very small gain in hp at the very top end is possible with butterflys completly removed. Overall I think that it would be a small performance loss but the amount of work involved is much less and cheaper. I think that if someone didn't tell you that there were no IMRC's in a car you would never know it and if you really need the low end put in some 4.10 or 4.30 gears.
That sounds reasonable. I'm not really going to be quartering this car often. However it is slightly heavier than a pony so a gear reduction might just be in order. As I mentioned the trans is getting a somewhat high stall converter,so maybe I won't have to drop as far as you mentioned.Another thing I am looking for is where the 'true' horsepower band starts so I can get the proper stall speed built in the converter.
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