Why are you scared? I thought you drove it a while with 450RWHP? Mines a daily driver, I just try to drive nicely but I always want just a little more. Hell I'm on stock trans and driveshafts still.

 

I can appreciate that. I worry as well but then I get over it real quick lol. I figure if it blows it blows, it will force me to do what I originally set out to do.

 

HA! I don't need to catch up Ross. I'm running 12.7
As for the valves I may consider putting a better exhaust valve in or I may just take my chances. My EGT's don't reach 1600F now until I hit 130mph. They are 1490F when I cross the traps at the strip so I have room to grow.

04-08 cams are different at least in part number. I can't find any specs.
04-08 right side 3L3Z-6250-BA or (GA early 04) and left 3L3Z-6250-JA.
09-10 right side 9L3Z6250A and left 9L3Z6250B.

The stock Whipple tube would surely be a choke point. I should connect a vaccum line and gauge to mine to see if it is posing any restriction now at my current power level. Interesting fact: 1 inch HG vaccum in the inlet of blower cost 0.5psi of boost. As for the TB the 80mm BBK I have should do the trick for where I want to be. Performance 80mm units can flow anywhere from 890cfm to a whopping 1192cfm. Just depends on build quality. Next thing is to determine how many CFM's the engine will flow. For that I used the old formula (cubic inches / 2) x (max rpm / 1728) x VE% = cfm or save yourself some time go here http://www.csgnetwork.com/cfmcalc.html
With this I figured my 331CI breathing at 5500rpm with a VE of 180% and that puts me needing 948cfm. (My current VE is 170% requiring 895cfm @ 5500rpm).

What all of this tells me is I probably won't do anything more than replace the Whipple inlet tube and thats an easy fix. For the few ponies the 80mm TB may or may not cost me right at peak rpms it wouldn't be worth the cost to change it. However if I do I will look hard at the new 90MM units for the 2012 and up 5.0. With an adapter plate to give it a slight offset it should work fine. Performance 90MM TB will flow between 1170-1369cfm.

 

Well damn. My own curiosity got me. I went ahead and installed a vac line in the Whipple inlet tube, disconnected the PCV hose and capped that nipple, and went for a ride. Here's what I discovered:

1 inch HG of vaccum 11psi of boost.
Approxmently 1.5-2 inches HG of vaccum at 12psi of boost. It reached a full 2 inches as she neared 5000rpm and above.

Guess what... The Whipple tube is coming off. Time to fab up a bigger one.

 

^^^ I like your attitude ^^^

And you know what I ment about 'Catch Up'

The Math and Theory is interesting for sure but plenty of variables and we know reality is another. Hey, I wouldn't have cut that 3v whipple inlet up if I thought it could punch out real big numbers on 91 gas.

The 5.4 2v guys have these 2.3 over 700 wheel. Am sure a 5.4 3v with head work could reach and beat them numbers.

A Seperate belt system is the future.

Oh and thanks for searching them cam numbers out.

That's allot of Vaccum right there. I will be trying that out for sure.

 

No doubt Ross you made the right choice and did an outstanding job fitting the larger tb for the power you want to make. The 3v heads will easily meet and beat the hp numbers of the 2v guys and with far less boost. You will have an animal on your hands for sure.

I need to measure the inside dia of the Whipple inlet tube when I get home this afternoon. I seem to remember it being right around 80mm or so which means my BBK 80mm may also be causing some restriction. BBK can't give me any flow ratings on it and from what I have been able to find so far BBK's tb's flow about 7-10% less cfm's then Accufab, Holley, or Wilson. That means I may not be getting the 895cfm flow I need right now from it right now. It may actually be 60-100cfm short of my current needs. If only I had a flow bench...

Anyway that has already got me hunting and I'm liking the looks of these pieces. Waiting for responses from each on flow ratings.
http://www.americanmuscle.com/frpp-9...011&adtype=pla

http://www.accufabracing.com/index.p...cid=1&Itemid=5

 

Just got an email back from Accufab. "The F84.5 throttle body flows 1,183 cfm natually aspirated, more if it has a supercharger."
That is an outstanding flow rate and has me pumped. One would need a VE on the 5.4 of 225% @ 5500rpm to flow that much air. I ported my Whipple to just over 85mm back when I had it off in 2011. Worst case senario I will need an adapter plate to give it some offset and get it away from the blower. Oh the wheels are turning now....

 

That ford racing tb looks very nice.

 

Sure is. Finally found specs on it 1132cfm.
http://www.fordracingpartsdirect.com...9926-m5090.htm

 

Yeah those TB's look real flash. And they flow decent.

Now just look for a second hand used unit for 1/2 - 1/3 of the price.

Like I keep saying: Buying parts for cheap now saves on the ' I HAVE TO BUY NOW' expense.

I paid $240 shipped for that GT500 TB. Its claimed to flow 1950cfm!

The Roush MAF is 108mm so I don't see any restriction in the actual MAF ~> TB for the power Ian aiming for. The weakest link will then be the 'Frankistein' Inlet that actually has a larger discharge area than stock Lightning because of the fat 3v end.

I bought this Lightning whipper intake tube a while back and it's allot smaller than I imagined. Still people push 600+ wheel with it.



It's tiny compared to the TB that would theoretically be a 5 1/4" circle. The L intake is around 4 1/2" at the TB thou still lol. It's the 90mm MAF end that worries me

 

Buying used is almost always better. I have been able to save a small fortune buying used and waiting for things to come along or go on sale. The biggest trick is not being in a hurry for things.

What matters is flow and thats exactly right...The Accufab will support 788hp and the Ford will support 754hp. It takes 1.5cfm of air to make 1hp.

The GT500 throttle body wouldn't be a deal for me even used but it sure would look good. I would still have to buy a Lighting Whipple rear intake and plastic intake, pay someone to weld up the cut intakes, pay someone to weld the fuel rail, (if only I was a welder ) and that large of a throttle body will require a retune for drivability and A/F. Plus I'd have to figure out the inlet tube being smaller then the MAF. In the end I could easily have a $1000 or more in it. Plus it would still be overkill for what I want out of my truck.

With the round tb's it's just the cost of the tb, some smooth reinforced hose $26 at the boat yard, and a mandrel 4" elbow $32-49 depending on apperance unless I can find one in the boat yard. Even if I have to do an adapter plate it's no more as I can bore it myself and have the material. The retune wouldn't be needed until I go built and up the boost so I could reap the benefits now.

 

Is the tps connection on that ford racing and accufab tb the same as our trucks.

 

Yes on the Ford one. I have emailed Accufab to confirm the details on thiers. There is no mention of any change to the tps but I want to make sure. The Accufab does the drive by wire motor and gears differently which I like. It would bolt on the Whipple without having to be turned upside down like the stocker, BBK 80mm, or the Ford 90mm unit would. I have emailed them to find out. I'm stocked about both these pieces. I'll be selling my BBK 80mm soon. I'm proud to say I have outgrown it

I really want the Accufab piece. It's flows much better than the Ford part.

BTW I corrected post 82 and 86. I had done the math for 1083cfm for the Accufab and that is wrong. It flows 1183cfm. So the two throttle bodies look like this:
Accufab 84.5mm flows 1183cfm and supports 788hp and a VE of 225% at 5500rpm.
Ford 90mm flows 1132 and supports 754hp and a VE of 215% at 5500rpm.
(1.5cfm required to make 1hp)

 

Hey I never said buy a GT500 TB or supporting mods. It's an example of a 600-700 dollar item that could be had for less than 1/2 price!

All these goodies are going onto the Built Block, Iam hoping to limp it to the rollers. The tuner has tuned these SBTB in the past and is confident he can make it kinda stock drivability.

Once I have the intake and fuel figured out then its onto the heads.

Loads of hidden costs associated, ARP head studs are fortunes. Luckily I found a set @ 10% overcost.

Those TB's look real flash and the numbers add up but I don't know man, the Lightning guys need Big-O's and SBTB's get a consistent 700 wheel.

What's your HP goals Jason?

No such thing as 'Overkill' !!

 

If when I go turbo I'd like to get the new cobra jet tb :/