Odarabla's infinite BS thread for the foreskinned (AKA Smack Down)
12-08-2013, 01:16 PM
Exactly. Dollar for dollar on stock cam and internals, the LS1 will ALWAYS make more power than a 4.6. Ask me how I know? haha
Coming from 4 cylinders, the 4.6 3V seemed awesome to me, but then after dumping so much money into it I was starting to realize just how small of a V8 it is. Just how ahead of it's time the LS1 was. How the 2V 4.6 survived against the 5.7s from 99-03 is beyond me.
My 3V 4.6 Had pulleys, long tubes, o/r X pipe, 4.10, straight through mufflers, ford racing manifold, ford acing throttle body, 108 MM intake, "Detroit Rock'r" cam from Brenspeed performance. (I don't know the specs exactly) but I went with it because it didn't require spring work. Lastly, an aluminum Driveshaft.
After all that I went from 264 WHP stock to 371 WHP.
When I bought my Camaro, it had an LS6 intake, BBK TB 85MM, PS headers with y pipe and LM1s. Also an SLP lid. It was poorly taken care of. It was beat. It leaks, misfires, has an EGR exhaust leak and it still was faster than my 4.6.
An aggressive cam alone would make most of what I gained from all the mods in my 3V 4.6. So I sold my Nice and shiny 2006 GT for this $4,000 beat Camaro and couldn't be happier. Gradually getting her back to tip top shape.
Coming from 4 cylinders, the 4.6 3V seemed awesome to me, but then after dumping so much money into it I was starting to realize just how small of a V8 it is. Just how ahead of it's time the LS1 was. How the 2V 4.6 survived against the 5.7s from 99-03 is beyond me.
My 3V 4.6 Had pulleys, long tubes, o/r X pipe, 4.10, straight through mufflers, ford racing manifold, ford acing throttle body, 108 MM intake, "Detroit Rock'r" cam from Brenspeed performance. (I don't know the specs exactly) but I went with it because it didn't require spring work. Lastly, an aluminum Driveshaft.
After all that I went from 264 WHP stock to 371 WHP.
When I bought my Camaro, it had an LS6 intake, BBK TB 85MM, PS headers with y pipe and LM1s. Also an SLP lid. It was poorly taken care of. It was beat. It leaks, misfires, has an EGR exhaust leak and it still was faster than my 4.6.
An aggressive cam alone would make most of what I gained from all the mods in my 3V 4.6. So I sold my Nice and shiny 2006 GT for this $4,000 beat Camaro and couldn't be happier. Gradually getting her back to tip top shape.
.
12-08-2013, 02:17 PM
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Great testimony Borli. I think this where every LS guy is coming from in conversations against mod motors, and mod guys will say "who cares if it's FI", which I also see the point of. In the real world, it's run what you brung, so it's all about making the most of what you have with the money you have. There's no need to dog people with "built not bought" or "if I had the money in mine you have in yours I'd blah, blah, blah" arguments, b/c when it comes to nut cutting time; it's bring it, run it, and deal with it.
12-08-2013, 02:30 PM
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Yep, it doesn't matter. There's no need to hate on someone for throwing money in it if they have it. UGR Lambo's and Alpha GTR's love me about now.
12-08-2013, 05:20 PM
10 Second Club
Exactly. Dollar for dollar on stock cam and internals, the LS1 will ALWAYS make more power than a 4.6. Ask me how I know? haha
Coming from 4 cylinders, the 4.6 3V seemed awesome to me, but then after dumping so much money into it I was starting to realize just how small of a V8 it is. Just how ahead of it's time the LS1 was. How the 2V 4.6 survived against the 5.7s from 99-03 is beyond me.
My 3V 4.6 Had pulleys, long tubes, o/r X pipe, 4.10, straight through mufflers, ford racing manifold, ford acing throttle body, 108 MM intake, "Detroit Rock'r" cam from Brenspeed performance. (I don't know the specs exactly) but I went with it because it didn't require spring work. Lastly, an aluminum Driveshaft.
After all that I went from 264 WHP stock to 371 WHP.
When I bought my Camaro, it had an LS6 intake, BBK TB 85MM, PS headers with y pipe and LM1s. Also an SLP lid. It was poorly taken care of. It was beat. It leaks, misfires, has an EGR exhaust leak and it still was faster than my 4.6.
An aggressive cam alone would make most of what I gained from all the mods in my 3V 4.6. So I sold my Nice and shiny 2006 GT for this $4,000 beat Camaro and couldn't be happier. Gradually getting her back to tip top shape.
Coming from 4 cylinders, the 4.6 3V seemed awesome to me, but then after dumping so much money into it I was starting to realize just how small of a V8 it is. Just how ahead of it's time the LS1 was. How the 2V 4.6 survived against the 5.7s from 99-03 is beyond me.
My 3V 4.6 Had pulleys, long tubes, o/r X pipe, 4.10, straight through mufflers, ford racing manifold, ford acing throttle body, 108 MM intake, "Detroit Rock'r" cam from Brenspeed performance. (I don't know the specs exactly) but I went with it because it didn't require spring work. Lastly, an aluminum Driveshaft.
After all that I went from 264 WHP stock to 371 WHP.
When I bought my Camaro, it had an LS6 intake, BBK TB 85MM, PS headers with y pipe and LM1s. Also an SLP lid. It was poorly taken care of. It was beat. It leaks, misfires, has an EGR exhaust leak and it still was faster than my 4.6.
An aggressive cam alone would make most of what I gained from all the mods in my 3V 4.6. So I sold my Nice and shiny 2006 GT for this $4,000 beat Camaro and couldn't be happier. Gradually getting her back to tip top shape.
12-08-2013, 06:30 PM
10 Second Club
oh dear..
http://www.edmunds.com/car-reviews/f...irst-look.html
http://www.edmunds.com/car-reviews/f...irst-look.html
Here's Where It's Bigger and Where It's Not
Fundamentally, the new Mustang's major dimensions are very similar to those of the outgoing car. Its wheelbase is an identical 107.1 inches, its front track measurement is carried over and at 188.3 inches the overall length is essentially unchanged. The new car then goes its own way, sitting 1.4 inches lower and 1.5 inches wider. Compared to today's GT, front track increases by almost an inch, while the rear track expands by nearly 3 inches.
Perhaps the still-ample dimensions of the new car are no surprise, since the Mustang has historically enjoyed tremendous popularity in part for its useful backseat and everyday functionality. Dramatically downsizing the car would have been embraced by driving enthusiasts but is anathema to casual buyers and fleet sales.
Weight reduction measures have been minimal. Aluminum fenders replace the current car's steel, but otherwise the 2015 Mustang employs a steel-intensive unibody construction. Ford's lips are sealed regarding curb weight other than to point out that the new car has a lot more feature content than the old car, which is code for "It's heavier." Our guess is that the new car will gain about 100 pounds, which would place the GT model in the low 3,700-pound range.
Fundamentally, the new Mustang's major dimensions are very similar to those of the outgoing car. Its wheelbase is an identical 107.1 inches, its front track measurement is carried over and at 188.3 inches the overall length is essentially unchanged. The new car then goes its own way, sitting 1.4 inches lower and 1.5 inches wider. Compared to today's GT, front track increases by almost an inch, while the rear track expands by nearly 3 inches.
Perhaps the still-ample dimensions of the new car are no surprise, since the Mustang has historically enjoyed tremendous popularity in part for its useful backseat and everyday functionality. Dramatically downsizing the car would have been embraced by driving enthusiasts but is anathema to casual buyers and fleet sales.
Weight reduction measures have been minimal. Aluminum fenders replace the current car's steel, but otherwise the 2015 Mustang employs a steel-intensive unibody construction. Ford's lips are sealed regarding curb weight other than to point out that the new car has a lot more feature content than the old car, which is code for "It's heavier." Our guess is that the new car will gain about 100 pounds, which would place the GT model in the low 3,700-pound range.
A massaged version of the 5.0-liter V8 tops the range in the GT model, now boasting new cams with 1mm more intake lift and 2mm more lift on the exhaust side, new heads with slightly larger valves and a revised intake manifold with tumble control valves. It also receives the connecting rods and valve springs from the current Boss 302 engine. The sum total of these changes brings its output to...well, Ford's only saying that it will eclipse the 420 hp and 390 lb-ft of the current V8. We expect it will pick up 20 hp and 10 lb-ft of torque.
12-08-2013, 06:31 PM
10 Second Club
iTrader: (8)
Not really......If I were building the fox from scratch it would have a coyote 5.0 in it. That's the engine I tried to get Notch to put in it. Not that big heavy cluster **** of a termi engine. Sorry, they're not very impressive for anything other than looking at imo.
12-08-2013, 06:31 PM
7 Second Club
12-08-2013, 06:36 PM
7 Second Club
http://calgary.kijiji.ca/c-cars-vehi...AdIdZ548029241
Not a lot if info provided, but it is the best one near me...
Not a lot if info provided, but it is the best one near me...
12-08-2013, 06:37 PM
Not really......If I were building the fox from scratch it would have a coyote 5.0 in it. That's the engine I tried to get Notch to put in it. Not that big heavy cluster **** of a termi engine. Sorry, they're not very impressive for anything other than looking at imo.
12-08-2013, 06:37 PM
10 Second Club
http://calgary.kijiji.ca/c-cars-vehi...AdIdZ548029241
Not a lot if info provided, but it is the best one near me...
Not a lot if info provided, but it is the best one near me...
12-08-2013, 06:39 PM
7 Second Club
12-08-2013, 06:41 PM
10 Second Club
iTrader: (8)