Originally Posted by beginningjockey

Checked the specs of the Ford against those of the Dodge:

Dodge 360 (stock):

HP: 235
Torque:330 ft/lb

Ford 460 (stock):

HP: 245
Torque: 400 ft/lb

Dodge 408 stroker (360 based):
HP: 300-400, depending on aspiration and cam
Torque: Up to 500ft/lb (depending on cam and aspiration once again)

Ford 590 stroker (460 based):
HP: 800 naturally aspirated, 1200+ turbo'd and 80lb injectors
Torque: 650 ft/lb

Correct me on the Dodge numbers if I am wrong, stock numbers for both engines are from my vehicles. Both systems seem to show up to 30rwhp on a stock setup with proper tuning.

Now it gets really interesting:

On the Ford 460, on a stock displacement, with a less restrictive cam, tuning,and true dual exhaust without catalytic converter, MAF wideband sensor system (MAP sensor is changed to a MAF sensor, O2 sensor is replaced with wideband sensor), and dual ram-air cold air intakes, the 460 can make a impressive 30MPG. .......

So my question is: If a bigger much heavier system can get 30MPG, why can't the Dodge 360 get 30MPG? Ford didn't even use a really steep O/D to attempt to boost fuel economy like Dodge did. Any ideas? And no this 30MPG thing is no BS either, so don't try to call BS.

So I'm trying to puzzle this together now... I wonder if it's the computers, or what

Originally Posted by beginningjockey

Sorry but I think you are wrong...



Big block gasoline. I'm intending to get my chip burning kit sometime late this year or early next year. The chip I'm gonna get inserts into the J5 socket on the EEC, and then has a 5-position rotary switch to select one of the five tunes on the chip, on the fly (I.E. while driving!).

The reason the 460 can get 30MPG on a truck is that it has alot of torque to begin with, and leaning it out can increase MPG astoundingly. The basic idea is when the EEC receives a signal from the cruise system that the state is cruise, it will lean out the A/F ratio, adjust timing to match, and then it monitors the transmission gear vs. MAP/MAF values to determine how much load the engine is under, thus it can safely lean it out and then when more power is needed it can immediately adjust preventing knocking due to lack of power. The main thing with the 460 is to keep it in O/D as much as possible, because it keeps engine speed down. Strangely enough Ford made the ports on the 460s heads fairly large, but then restricted the intake (and contradictingly put on dual intakes), then made the cam and exhaust restrictive. Why? They detuned the motor to meet EPA regulations... Any rate enough Ford talk here LOL

My idea though is if it can be done on a larger Ford engine, why can't it be done on a Magnum 360? So I'm thinking it through... I believe it can be done!

Originally Posted by gdstock

I held 5 Ford Truck Sales Certifications, and let me put this in non-technical terms...... "I call bullspit!" 30 mpg is not even sales hype. It is BS.

And Ford, Dodge, and GM all used different methodologies for measuring HP and Torque. It has been about 7 years, so I cannot recall which used what. I used to know so we could "diminish" the competitors' numbers.

Originally Posted by beginningjockey

All the above horsepower and torque measurement are from independent tests. 30MPG claims are NOT from Ford, they are from individuals/shops independent from Ford. It has nothing to do with Ford attempting to sell something.

And really, NOTHING is impossible, we just don't always know HOW to do it.

Originally Posted by gdstock

Independent tests are sometimes misleading. I can have a test performed and ask for flywheel hp, or wheel hp. Still independent, but not apples to apples, and nothing but a false equivalency. And a magnet taped to fuel line would increase gas mileage by 50%. Or at least it would before 12 Attorneys General sued their independent ***** several years ago....