hello, I don’t post on here to much I mainly just look around. But I am getting ready to go to the next level and need some help. I currently have a 1988 Mustang gt with a 306, Afr 185s, Holley system max ported, 80lb injectors, with a b&g kit with a magnum power 70mm. I have a Silverf0x aod with a brake and 3000 stall. I’m looking to buy a 331 or 408w many from Fordstrokers.com. I was looking into the long and short blocks. I want to make around 800-1000hp. I know both engines are capable. The 408 would add a few $1000 just because of the swap and needing a more expensive turbo and hot side.

I was wondering how long those 331s last at that kind of power? How high would I need to rev it Vs the 408? What heads would be best with either engine? I talked to b&g about what turbo for the 408 and he said a pt 88 would be good for my power goals. I know I want to stay t4 because I want the car to be a driver to go anywhere and maybe add ac back on. I would like it to be a mid 8s car.
Further more I was looking into Glenn’s performance fuel systems the stealth tank or Aeromotive stealth tank system. What one is better.? Also at this power level what injectors would be good? I would like to be able to run both E85 and 91 octane (low boost) for traveling. Any suggestions and help from people with experience would be nice before I decide to drop a lot of money.

 

You could always put a gen 4 4.8 ,5.3, or 6.0 in it . They do a whole lot more with a lot less . I'd say the 331 since its 302 based . Everything you have will fit already its more compact than a 351 based engine and you should be able to reach your goal with a T4 turbo .

 

Generally speaking, the HP is determined by the turbo. You can make as much with a 331 as you can with the 408. It just might be at a higher pressure level or RPM or both.

You can build a 331 that will make that power and keep revs under 7000. That's the route I would take if I woke up in your shoes tomorrow.

 

Thanks for the input. I thought about ls sealing it but that requires a lot more things and maybe a custom turbo kit. And honestly I like the idea of staying Ford.
I am leaning more toward the 331 like Disney said. I found a 408 dart base short block for not too expensive but there is still the price of swapping my car to a Windsor base.

 

You want 8000-1000hp on a pump gas 331? I think I've read of guys doing it, but my experience is kinda telling me it isn't easy.
I'm just reading that when you saw 'go anywhere driver' that you mean pump gas. even e85 isn't readily available.

 

Go with the 408, itll make the power with less boost than the 331 at lower rpms...less stress on the motor

 

Tell Woody at fordstrokers what your wanting out of the engine. I'm sure he's got the answer.

 

He said E85 and pump gas for low boost. I assume he meant E85 for making the 800-1000, which is a no brainer.

 

I dont think he would have to lean on a 331 very hard to make that power either. Couple that with the desire to keep a T4 turbine and the more cubes the worse that combo will look. My thoughts anyways....

 

Well if he's hung up on the single t4 footprint for whatever reason, then the 331 is a much better choice

 

If it were me, I would go 363 get a new cam and a different turbo. I know your parts would be a little small but it won’t matter as much with a turbo. Since you are an auto you might consider a new converter. 408 costs way more to convert than those 45 inches will give you.

 

My 331 made 890 rwhp on Pump + Torco. My 363 made 954 on E85 before running out of fuel injector (120s) on E85. Each through a T56. Both did it with a T4 76 mm turbo - GTS76 for the 363 and GT42-76R for the 331. The 331 showed some pretty high backpressure of 3-ish:1. Don't have an exhaust pressure gauge on the 363. It might be worse.

I've messed around on 93 octane with the 331 and made 724 rwhp at ~15 psi and 16* timing. That should give you an idea of what you can manage with a 331. 408 would just make it easier to make more on pump gas. You wouldn't need any more on the street, though.

 

I don't care for the rod ratio on the bigger cid short deck engines, high cyl pressure, a long stroke, and short rods can be tough on pistons.