360's low compression a good forced induction motor?

[jacobabney1]

Well fisrt off I have a FE 360 out of a 72' F-100 and I would like to make big power with it! I was told that the 360 has a very low compression ratio compared to the other FE motors, but I am not exactly sure what the exact ratio is. If anyone knows feel free to chime in. Anyways, my first thoughts were that low compression is perfect for a supercharger or turbocharger. Just wondering if anyone has done this or if anyone had any thoughts about this theory? Or could I make more power just building it all motor?

[convincor]

the low compression part of it is the only good part.
The weak rods, cast pistons, and crappy flowing heads are another story..

[leavittt]

This is just a thought but I have a 1970 shortbed that still has the original 360 block. Now it has been bored .040 over. My uncle changed it from a 360 to a 390 a while ago and then I just put the 447 stroker kit into it. Hopefully I'll have it back together in a few days. The 447 stroker kit was from Survival Motorsports and it came with Diamond pistons, Scat 4.250 crank, Scat rods & all of the bearings and rings. The pistons I selected are dished with 9.5:1 compression. It'll run fine on pump gas. They claim with a good cam, manifold & heads it will put out 400+ horsepower with tons of torque. So there is hope for the 360 without the use of a turbo or supercharger. You ought to check out Survival's website if you haven't already.

[convincor]

I think 400 would be on the low side. Check out a couple Magazine builds. One of which was a Survival.
http://www.carcraft.com/techarticles/cc ... index.html
http://www.hotrod.com/webonly_january/index.html

[Alvin in AZ]

The weak rods...

x2 on that part. :/

Alvin in AZ 360FE '75 F150 T18

[averagef250]

Not to rain on the 360's a pile parade, but there are some locals having pretty good results running 10-15 PSI on bone stock 360 truck motors. They get 4-5 runs out of each one before the pistons find thier way into the pan. They're using TwEECer ford EFI with an HX35 and some stiffer valve springs.

You can actually buy 10-20 360's for the cost of one 500HP race engine so it's not a bad deal. Turbo's are a far better choice than a roots blower.

If you wanted a blower get an Eaton of any one of the 80's and 90's 3.8L supercharged cars like the SC birds or GM stuff. The M90 will flow enough for a 300HP 360.

[sideoilerfe]

the low compression part of it is the only good part.
The weak rods, cast pistons, and crappy flowing heads are another story..

The FE truck heads are the same regardless of displacement.

[convincor]

right. my point being there not going to go well with forced induction.
Didn't say the were different...

[averagef250]

What does head flow have to do with forced induction? Correct turbo sizing and post-turbo exhaust flow are far more important than intake/head/manifold/header flow. On the exhaust side of things port velocity is more important than ease of flow.

A large part of turbocharger function is heat. Airflow is not as critical as N/A motors.

[ToughOldFord]

360's aren't' the turds people make them out to be. Proper tuning is half the battle in getting pep out of even a stock engine. I've never been disappointed in the performance of a 352 or 360. 'Course I don't drag race either.

[convincor]

would seem to me velocity and flow go together. If there isn't good flow, wouldn't you have reduced velocity?

[averagef250]

would seem to me velocity and flow go together. If there isn't good flow, wouldn't you have reduced velocity?

http://en.wikipedia.org/wiki/Bernoulli's_principle

Your thought is backwards. When you enter the world of forced induction air doesn't just lollygag it's way into the engine it's crammed in. The exhaust manifold(s) is pressurized and the heat that is usaully wasted out the exhaust is what drives the turbo. On a turbo engine you can completely change the characteristics of the engine by changing the dimensions of the turbocharger. Smaller area turbine housings increase the velocity of the gases spinning the turbine, decrease spool time and increase drive pressure. Larger turbine areas slow spool time and decrease drive pressure. Compressor sizing is a function of engine flow. The compressor needs to be sized to operate in it's most efficient areas where the engine will spend most of it's time.

[papabug71]

Dang it, you guys are gettin' me back in the mood for a FE swap!!!

[Salty]

Generally diesel turbo's aren't recommended on gassers, but with out low redline I can see how one might work out alright.