JJ95GTID said:
Do the above and replace that ECT too. It's cheap and one less thing in the loop to try. I also run a 180* T-stat and definately see a difference in engine temp.
According to "How to tune and modify your Mustang 5.0 litre 1979-95" by Steve Turner the stock heads have a combusting chamber size of 58cc. After time carbon buildup will shrink that causing more compression which increases the chances for pinging. Most after market aluminum heads up the chamber size to 61-64cc. Thus less compression ratio and aluminum cooling better than cast iron = less pinging.
Octane booster is not really worth the money. Do some research on octane boosters and you will see what I mean. 108 does not mean that you will be increasing from 91 octane gas to 108 octane gas. It is all based on points. 10 points to 1 octane level if I remeber right.
Uhh, dude. not to be a d*ick or anything, but the reason why the alum heads have that chambers size, is to remain close to factory compression.
Here's a quote out of the '01 Ford Racing catalog:
"GT CYLINDER HEAD ASSEMBLY
M-6049-M50
A new stock replacement cylinder head for 1987-95 5.0L Mustang GT or 1987-96 5.0L/5.8L trucks. These new head casings are assembled with new stock valves, springs, retainers, seals and valve keepers.
*1.78" intake valve, 1.48" exhaust valve, 65cc chamber"
Strait from the FRP catalog.
Most of them are actually around 62-63 CC's
Wich would put the motor almost exactly at the stated 9.0-1 compression with is stated (from the factory).
A 62 CC chamber would yeild a compression ratio of about 9.02-1 where a 63 would be 8.92-1 verry close to the stated mark.
However, a 58 CC head would yeild about a 9.46-1 wich I wont say doesnt exist, however.. seems a bit stout for factory tollarences.
My .02 on the subject.
