[miketan]

Originally Posted by Blown330

Go back and READ the post. Talking about off idle torque...not peak. If you are going to comment at least try and know what is being talked about in the first place.

What the heck is this off idle torque you keep referring too? The Titan puts out more TOTAL torque at a LOWER rpm. If anything, the Titan has more off-idle torque. If there's MORE torque at a LOWER rpm, how can you say the 5.4L has more? The Endurance has so much torque off idle that I have to gently squeeze the pedal down from a stop or it'll jerk me back into the seat. I never heard anything so ridiculous as this "off-idle" torque excuse. The 2wd Titan's have a 40mph WOT throttle restriction. That's an ECU tuning issue, not a engine powerband issue.

You obviously don't know enough about the subject at hand. The 4V heads flow very well so that obviously isn't the issue. It's about RPMs and that's where the 5.4L has problems.

You obviously have a reading comprehension problem. Small bore/long stroke motors like the 5.4L are good for TQ, but not so good for high HP levels at relatively mild displacements. I understand the rpm issue. Even though the 5.4L is a undersquare engine, it could benefit from adding 4v heads with cams tuned for more high end power. Remember the Cobra R? 385hp/385tq. If Ford used that 5.4L in their "premium" models, they wouldn't had to go to the less than adequate 300hp/365tq 3v SOHC version in the Navigator.

Let's see...the 5.4 came out in 1997. The VK56 came out in 2004? So yeah, virtually a clean slate engine that could take advantage of a lot of technology advances. You are not bringing up anything new here as the modular engine's architecture has been brought up and discussed repeatedly. New would involve the upcoming 6.2L Mod gassers that can easily make 400hp/400ft-lbs n/a while still SOHC.

Oh brother. Your not going by the "our engine is older than yours" defense are you? It may have debuted in '97, but the SOHC 3v VCT version came out in 2005. A full year after the Titan debuted. The LSx motors are just as old and they're keeping up quite nicely albeit with displacement increases to pump up the torque peak.

I'm not sure what you mean by more technological advances. The Triton and Endurance have basically the same technology. The Endurance can go on for another generation without significantly increasing the overall displacement or changing the block to remain competitive. If it takes a 6.2 Mod motor to beat the Endurance, so be it. However, if Nissan decides to increase the Endurance to 6.2L and toss it into in a future Ram based Titan equivalent, you Ford guys are going to be crying the same "why are we so slow compared to them" tune again, I wasn't trying to bring up anything new to you. After all, if anyone know modular motors, it would be a Furd guy. I was just trying state the facts to make them clear for myself and others who may read the post.

The VK56 can handle higher rpms a lot better. As for the rest of this...what and why was any of it brought up?

Because there are additional benefits with a DOHC configuration You can place the spark plug in the center of the cylinder head chamber. Placing it in the center provides the best (optimal) path for ignition. SOHC heads generally place the cam down the centerline (middle) of the heads making a centrally located spark plug location nearly impossible.

You are vastly under educated about the LSx heads if you believe they are deficient the HP department.

Who said they were deficient in HP? I never said the LSx heads were deficient in the HP deparment. They're deficient in LOW END torque. GM sacrificed TQ to upstage everyone at the time with their 367HP rating on the 6.0L. I've driven a few LSx cars/trucks and the lowend TQ is pitiful. You've got to rev them high. This is good on a relatively light vehicle like a 4th gen F-body or C5 Vette, but with a heavy vehicle like a truck with a 4sp auto and mild gears they suck.

You think F-body guys would be swapping 5.3L Vortec truck heads onto their cars if they would be sacrificing topend gains? GM engines are incredibly de-tuned in OEM specs and the factory intake and exhaust systems basically force them to breathe through a straw.

I think you may need to stick with the Mod motors because your knowledge on the LSx is misleading. LSx motors are not severely detuned from the factory. The factory intake wasn't that restrictive. In 2001, they all got the better flowing LS6 intake. The exhaust wasn't that bad either especially if it had the SLP catback exhaust option. If anything, it was the gears. The gears were generally too high (numerically low) for the powerband. That's why 4.10's are a nice upgrade for the 6-speeds.

The stock DCX 5.7L Hemi heads flow as well as many aftermarket racing heads. Sorry, you need to do a considerable amount of research before touching this subject again.

Your defending the stock Hemi? Now I've heard everything.lol! A 345hp engine with as you put it, "racing style" heads, that pumps out a paltry 249RWHP on average. Now, that's funny.lol! You've pretty much defended every engine configuration out there except the I-Force V8 from Toyota. However, since the I-Force is a lot like the Endurance, you'll probably leave that one alone I guess.