Just a quick comment in passsing.......the stock rubber intake, although not the greatest out there is not a large point of restriction. However, as said above, and I quote:
There are dyno gains that can prove increased power across the power band with a good hi-flow aftermarket kit like the K&N FIPK or the JLT setup. Trinity_gt made 9.3 rwhp peak with his K&N FIPK setup on a stock head, stock cam, stock block GT, and I think the rest of his intake was stock as well. So, the gains would only be greater on a setup with internal modifications. It's not a "power mod" by any means, but when looking to squeeze every last power out of your setup as possible, you sometimes have to consider such things.
EDIT: I just now noticed something. In the list of his mods, I didn't see a cat-back exhuast mentioned in addition to his Bassani mid-lengths and Bassani x-pipe combo. The stock catback is VERY restrictive, and if I had to take a guess, that is probably one area where he's down about 6-8rwhp.
Another area could be in how the heads were ported. Who did the head porting ? Read the thread in the link he gave, and you will notice in his very first post he stipulated he ported the heads himself. Unless if he had a flowbench, there is no way of knowing whether are cylinders are flowing equally. This could be also why his numbers are some what low.
One other thing to remember is the cams he's using are a mid-range cam, and not an all out top end race grind cam. This could also be why his top end numbers are not higher than they are.
Considering all of this, I say his numbers seems to probably be in the normal ball park range.
Just a quick comment in passsing.......the stock rubber intake, although not the greatest out there is not a large point of restriction. However, as said above, and I quote:
There are dyno gains that can prove increased power across the power band with a good hi-flow aftermarket kit like the K&N FIPK or the JLT setup. Trinity_gt made 9.3 rwhp peak with his K&N FIPK setup on a stock head, stock cam, stock block GT, and I think the rest of his intake was stock as well. So, the gains would only be greater on a setup with internal modifications. It's not a "power mod" by any means, but when looking to squeeze every last power out of your setup as possible, you sometimes have to consider such things.
Looks to me like MatthewP's numbers on a Mustang Dyno are excellent. I'll bet that car is hella fun to drive now. Good luck with it. Too bad no one has done a dyno before and after a P-51 intake only mod.
Looks to me like MatthewP's numbers on a Mustang Dyno are excellent. I'll bet that car is hella fun to drive now. Good luck with it. Too bad no one has done a dyno before and after a P-51 intake only mod.
You guys are right to notice that I have stock inlet/MAF/airbox, and stock mufflers and tailpipes. I think that makes an 02 GT that tests slightly better than a mildly modded 03 Mach I, way better than a typically modded 97 Cobra, and right there with a typical H/C/I 5.0 all the more impressive.
As far as the intake goes, I did perform a vacuum log with the tune up work and although the shape of the vacuum signature is consistent with a restrictive inlet, the actual vacuum values do not indicate a major restriction. I'm guessing there is around 5 HP in inlet changes, and probably something like that or a little more in changing the mufflers and tailpipes.
Most of you guys in the big world of Stangnet have not seen my 351W coupe though, which produces 95 dbA at 5 feet from behind when it is idling. I kept the stock mufflers because I don't want a repeat of that car on something that I have to drive all the time! I know it wouldn't be THAT loud, but I have a bad habit of ending up with a way too loud car and neighborhood death threats if I really get into the exhaust! You guys know how it is - you start fooling around with your driver because you want more power, and before long you've gone so far that you have to go buy another driver because your other car is now too loud, vibrates too much, or is otherwise unlivable as a daily driver.
With respect to the head port job, I did it myself. I've done lots of 5.0 heads and had good success, but did not use a flow bench. I didn't go too wild on it, and mostly I did it to see what would happen. It seems that home port jobs on the 4.6 heads are not anywhere near as widely done as on the 5.0's, but I suspect that it has more to do with lack of information in the public domain on what works than anything else. Someone has to try it out. I took lots of pictures and made some notes and I will probably share my experience in an article when I get a little more time. I do think they helped me a little, but probably less than work I've done on the E7 heads for 5.0's.
I had originally planned to build it with the PI intake, then swap intakes and get comparative dyno results, but I ended up with a bad cold during the window I allocated for the upgrade and since noone was paying me for the data and I was really just trying to make my driver more fun, I decided to just finish the whole project in one shot and get it over with. Unfortunately this leaves the issue of what the P-51 intake is really worth and what the head port job was really worth open to interpretation.
At the end of the day, the car is a blast to drive on the street, but has near stock manners and is entirely livable as a primary vehicle. That's what I was shooting for.