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[QUOTE]Originally posted by copcar: [QB] [QUOTE]Originally posted by dpracingdan: [qb] gotta love the cynical forum A-holes- ha ha ha. Well I've seen multiple stock 5.0s dyno 211-216 rwhp, so I certainly hope I'll make more than 230. 250 is probably closer to what it'll really make. How could longtubes be "a complete waste on this combination"? Does this mean they'll hurt the performance? Restrict it? Otherwise, I dont see how $130 Summit Longtubes (which sound awesome and make working on it muuuuch easier)be a waste at all. I have been trying to locate a matching set of 24 lbs/hr injectors w MAF, but with only a week to build the car and about $2k, it just didnt happen. As for the exhaust, it too just hadnt gotten the attention or dollars- but should before the demo. As far as it running only long enough for me to change the oil two or three times, I find this the funniest. Mostly due to the fact that I ran a junkyard 5.0 w an SL1200 blowing through it making 468rwhp and it JUST finally gave out after for 5 years of HARD, HARD use and competition. Do appreciate your input though. You sure you're not a Chevy guy? Most Ford folks seem to be pretty cool- lol. [/qb][/QUOTE]Hmmm.. After working at a shop to put myself through college and dynoing countless 5.0's, I have NEVER seen one lay down more than 195 stock. As for being a cynical A-hole. Not at all. I'm realistic...and honest. Perhaps you should try the same with your expectations of this build. BTW, to answer your questions. In short, the long tubes will do nothing for this combination in terms of power because this will send a VERY false signal to the ecu in terms of O2 temp and pulse duration unless a tune is used to correct this scaler. Second to that point, explain to me how this will make the car easier to work on?? As to the comment on the longevity of this combination, anyone willing to run short pushrods and no exhaust, stock injectors and maf - regardless of intent to buy upgraded components - and declare its purpose as a competition appliance is asking for catastrophic valve train failure and or a blown headgasket. [/QB][/QUOTE]
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