Refreshed Ford Mustang News
01-19-2010, 11:29 AM
#283
TECH Enthusiast
you figure no more than 4psi for the blower. but that still means a bunch more than 412hp.
on a 2005 4.6 3v 4psi screwcharged = 400 crank hp, and increase of ~100hp. those numbers are from my car club dynos and published numbers by saleen on their s281's.
my bet is 80+hp. 490 at least.
on a 2005 4.6 3v 4psi screwcharged = 400 crank hp, and increase of ~100hp. those numbers are from my car club dynos and published numbers by saleen on their s281's.
my bet is 80+hp. 490 at least.
01-19-2010, 04:01 PM
#287
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Overall I like the restyling they've done. Only bits I don't care for are the badging in the grill, the centered exhaust, and the gaudy DUBs.
01-20-2010, 06:34 AM
#288
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The interior, gauges, and a whole slew of other refinements as well. I am beginning to see that I probably couldn't put a car like this together myself for less. I wont go into testing and engineering it either.
As far as this 350 being "brutal loud" etc.. we have exhaust laws now that we simply did not have back then.
As far as this 350 being "brutal loud" etc.. we have exhaust laws now that we simply did not have back then.
01-20-2010, 09:11 AM
#289
TECH Enthusiast
look at the weight of the gt350. a pig.
just add the whipple/kenny bell to the stock gt. even at low boost its 500ish hp.
not me.
btw here is the pricing list.....
http://home.att.net/~bill.fisher/201...PriceGuide.pdf
just add the whipple/kenny bell to the stock gt. even at low boost its 500ish hp.
not me.
btw here is the pricing list.....
http://home.att.net/~bill.fisher/201...PriceGuide.pdf
01-28-2010, 01:55 AM
#291
A little more info and some good reading on the new 5.0L motor, even a little comparison to the LS3: 
http://www.streetlegaltv.com/forum/d...-5-a-4726.html
I saw the 2011 ordering guide and it does look like 3.73s will be available/optional (on the 6 speed manual GT only) with 3.55s standard I think.
http://www.streetlegaltv.com/forum/d...-5-a-4726.html
I saw the 2011 ordering guide and it does look like 3.73s will be available/optional (on the 6 speed manual GT only) with 3.55s standard I think.
01-28-2010, 04:03 PM
#292
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A little more info and some good reading on the new 5.0L motor, even a little comparison to the LS3:
http://www.streetlegaltv.com/forum/d...-5-a-4726.html
http://www.streetlegaltv.com/forum/d...-5-a-4726.html
Although they quoted the curb weight for the GT vert instead of the coupe.
01-28-2010, 04:15 PM
#293
I hope that's what they meant and that the coupe isn't going to gain all that weight now with the new motor/new parts.
01-28-2010, 11:46 PM
#294
TECH Enthusiast
OK, thanks guys. I found 5 UOA's to reference, an 05, 06,07 & (2) 08's. All were using 5W-20.
-05 had alot of track time & was higher than normal in lead. This would be expected is a result of car use while using 5W-20.
-06 was supercharged w/ alot of track use & was higher than normal in iron/copper. Again, expected as a result of the cars' use while lubed w/ 5W-20.
-07 was good w/ normal wear numbers.
(2) 08's were good w/ normal wear numbers.
Was intersting for me to see how 5W-20 is a good lubricant for these engines, on the street. The viscocity for 5W-20 is from 45-58 SUS. Rule of thumb is 65-70 SUS viscocity @ 100*C or 212*F; oil temperature (not coolant temp,) is ideal for bearing protection. Of course this is just a basic standard. Obviously, these Ford engines have tighter tolerances &/or may be designed to run cooler; maybe 160*F coolant temp? It can be seen that the track cars suffered while using 5W-20, most likely due to higher operating temperatures causing the 5W-20 to loose viscosity. Again, with higher engine temperature, reduced viscosity would occur in any engine. Always better to use a heavier weight oil for track days (when increasing engine temps above normal levels) & then drain it immediately afterward.
For reference: I have seen my oil temps reach the 280*F area when the coolant was only 215*F, while on a road course. So, coolant temperatures don't always reflect what's going on w/ the oil. Usually, oil is 20*-25*F higher than coolant temperatures under normal driving conditions. You can see the 65*F spike while on the track.
Sorry, if a little off topic. Although, it does directly relate the Mustang engine in the thread.
-05 had alot of track time & was higher than normal in lead. This would be expected is a result of car use while using 5W-20.
-06 was supercharged w/ alot of track use & was higher than normal in iron/copper. Again, expected as a result of the cars' use while lubed w/ 5W-20.
-07 was good w/ normal wear numbers.
(2) 08's were good w/ normal wear numbers.
Was intersting for me to see how 5W-20 is a good lubricant for these engines, on the street. The viscocity for 5W-20 is from 45-58 SUS. Rule of thumb is 65-70 SUS viscocity @ 100*C or 212*F; oil temperature (not coolant temp,) is ideal for bearing protection. Of course this is just a basic standard. Obviously, these Ford engines have tighter tolerances &/or may be designed to run cooler; maybe 160*F coolant temp? It can be seen that the track cars suffered while using 5W-20, most likely due to higher operating temperatures causing the 5W-20 to loose viscosity. Again, with higher engine temperature, reduced viscosity would occur in any engine. Always better to use a heavier weight oil for track days (when increasing engine temps above normal levels) & then drain it immediately afterward.
For reference: I have seen my oil temps reach the 280*F area when the coolant was only 215*F, while on a road course. So, coolant temperatures don't always reflect what's going on w/ the oil. Usually, oil is 20*-25*F higher than coolant temperatures under normal driving conditions. You can see the 65*F spike while on the track.
Sorry, if a little off topic. Although, it does directly relate the Mustang engine in the thread.
its critical to VCT operation that proper oil viscosity is used. lighter oils
the bearings on my original motor 149,000 miles had essentially no bearing wear. ford seperates its pistons onto a b c sizes and adjusts the assembly line as groups of pistons, tolerances are precise.
idle oil pressure at idle on vct cars is 80psi..120 at 3000.
2005+ mustangs have 180 degree t-stadts...3v 's burn blow torch hot and extremely high burn rate. modifying the combustion chamber can cause burnthrough. i have tuned mine as high as 17:1 and it will runs fine
only for part throttle cruise.
the 4v i am using now will not even run at the tune i used for the 5.4 3v i used.
01-29-2010, 12:48 PM
#296
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Oh, I was wondering why the hell it seemed so damn heavy (3720 pounds) versus the current Mustang coupe LOL...yeah the 'vert is much heavier than the hardtop.
I hope that's what they meant and that the coupe isn't going to gain all that weight now with the new motor/new parts.
I hope that's what they meant and that the coupe isn't going to gain all that weight now with the new motor/new parts.
01-29-2010, 08:21 PM
#298
TECH Enthusiast
i know how 4v vct operates. you are right.
i'm ordering mine with:
hid delete
cloth manual 4 way seats
spoiler delete
stripe delete
base everything else.
minimum weight.
as close to 3605 as possible. then z brace removal, strut brace removal, single piece driveshaft, other stuff.
i'm ordering mine with:
hid delete
cloth manual 4 way seats
spoiler delete
stripe delete
base everything else.
minimum weight.
as close to 3605 as possible. then z brace removal, strut brace removal, single piece driveshaft, other stuff.
Last edited by assasinator; 02-02-2010 at 10:16 AM.
02-02-2010, 10:13 AM
#299
TECH Enthusiast
the news about the heads is beginning to find its way to the public. to quote the engineer who designed it....
"the coyote head at a given lift actually outflows a yates D3 head" - adam christian
a yates D3 \ head at .475" lift flows about 355 cfm. thats right 355 cfm
[img] http://image.musclemustangfastfords....flow_graph.jpg [/img]
that means we're out flow brand X,Y,Z. - adam christian
--------------------------------------------------------------------------------
16.9" runners are tuned for 6500. they use second order harmonics. the taper of these runners is what determines high rpm band, not short runners. they get the torque of long runners but the power of tunnel port tapered runners.
"the coyote head at a given lift actually outflows a yates D3 head" - adam christian
a yates D3 \ head at .475" lift flows about 355 cfm. thats right 355 cfm
[img] http://image.musclemustangfastfords....flow_graph.jpg [/img]
that means we're out flow brand X,Y,Z. - adam christian
--------------------------------------------------------------------------------
16.9" runners are tuned for 6500. they use second order harmonics. the taper of these runners is what determines high rpm band, not short runners. they get the torque of long runners but the power of tunnel port tapered runners.
Last edited by assasinator; 02-02-2010 at 10:21 AM.
02-02-2010, 10:18 AM
#300
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