5.4L Swap Dyno Results In Here
#31
09-11-2011, 07:19 AM
Join Date: Nov 2005
Location: Magrathea/California
Posts: 9,865
well there's not nearly enough fuel in it till 4K, and I'm betting it's pulling the **** out of the timing until then. First thing, more fuel system and better fuel tuning.
On another note, if it's at 10.8:1, no turbo kit is appropriate. compression is too high and you'll just bump the pumping losses through the roof and not gain the power you thought you would. If you drop the compression you'll be able to put the turbo kit on it. Requires new pistons.
On another note, if it's at 10.8:1, no turbo kit is appropriate. compression is too high and you'll just bump the pumping losses through the roof and not gain the power you thought you would. If you drop the compression you'll be able to put the turbo kit on it. Requires new pistons.
#32
11-18-2011, 09:24 PM
May want to read this before changing your mind on high compression and boost
http://www.musclemustangfastfords.co...o/viewall.html
http://www.musclemustangfastfords.co...o/viewall.html
#33
01-21-2016, 05:42 AM
need to use somebody tune for my 4.6 swap. car will not stay running
the highest of that set was 281/333 but yeah... about 280.
with shorty headers that's about all you can expect. You might be able to squeak more top end from stage 3 heads and a stage 3 cam but not with street oriented parts unless you put longtubes on it. Without the added scavenging from the headers the cylinders don't fill as well as they could. Adapter plates also cost me a nice slice of power and I had a really really soft tune on it since it was the very first run after break-in and I didn't think the fuel system would keep up (it didn't). If I'd had the tune at full wick it would have easily slapped down 295-300.
With the longtubes and a fresh tune I'm expecting somewhere around 330/350 to the tires.
that's a fact. Since hp is a representation of tq (much like a description is a representation of a photo) it doesn't tell the whole story to pay any attention to hp #'s. Maximizing average tq production throughout the rev range is the idea.
with shorty headers that's about all you can expect. You might be able to squeak more top end from stage 3 heads and a stage 3 cam but not with street oriented parts unless you put longtubes on it. Without the added scavenging from the headers the cylinders don't fill as well as they could. Adapter plates also cost me a nice slice of power and I had a really really soft tune on it since it was the very first run after break-in and I didn't think the fuel system would keep up (it didn't). If I'd had the tune at full wick it would have easily slapped down 295-300.
With the longtubes and a fresh tune I'm expecting somewhere around 330/350 to the tires.
that's a fact. Since hp is a representation of tq (much like a description is a representation of a photo) it doesn't tell the whole story to pay any attention to hp #'s. Maximizing average tq production throughout the rev range is the idea.
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