.... I'm running a mustang cam, the x306 crate engine. Not exactly stock anymore...
I know yours is built as well, but it's very hard to find chip burners in my area, and for the ease of tunability on my end, it was a simple choice with the quarterhorse.

 

I'm running stock tune U2D ecu.. Speed density.. And once again not really any issues.. Sure at times, (like at stop lights in gear) the quality of idle could be better but if its a less wild setup and less cam, then won't have any issue at all on speed density

 

I put a vortech v1 blower on a 351w that only had headers as the other modification. That thing effing produced!!! And there were some here who didn't think a blower like that on an SD system was possible. I am often surprised at what the SD can take for mods, seems pretty flexible in certain aspects.

 

Yeah it's funny huh?? Still people to this day are so hung up on the old myths that SD can't take modifications.. People need to do research for themselves and not take the word of other random people..

 

Sorry, but this is entirely false. There is nothing about Speed Density that ties it to bank-fired fuel injection nor is there anything about Mass-Air that ties it to sequential-fired injection. In fact, you can have Speed Density with sequential injection and you can have Mass-Air with bank injection.

Let me try a better definition. SD systems rely on known conditions of a given engine, coupled with real-time inputs (RPM, Manifold pressure, TPS) to calculate air-mass and adjust fueling accordingly. MAF systems rely on real-time direct measurement of air-mass (coupled with other real-time inputs) to adjust fueling requirements.

Factory MAF systems can better adapt to changes in an engine's volumetric efficiency (such as when you change a cam) because the incoming air-mass is directly measured. In theory, SD systems have a tougher time with this because the volumetric efficiency of the given engine is "hard-coded" into the calibration file in the PCM (computer).

If using an after-market PCM, or some sort of tuning tool which allows changes to be made to the calibration file, you can throw the above paragraph out the window; it does not apply.

 

Very informal, couldnt have said it better myself.
But SD is only capable within its certain lifts. Thus, SD friendly cams.
Then you can either find someone to do a custom burn of a preset A/F with proper specs of the cam and timing, or
Go the way of something every tuner in their garage can do and learn from.
This is the Reason behind why I chose the Mustang Computer. Very Easy to the DIY crowd. Rather be able to monitor everything so I can see if it's running right, and can easily plug in my netbook for changes.

 

ive learned alot so far haha what about the 5.0 HO cam in a roller 351w? i read on FSB that it was one of the better cams and can be at the local junk yard but what are some frendly SD cams?

 

The 5.0 HO cam is great for a car. But the torque will not there for a truck.

Regarding the difference between the long and short tube headers. Short tube are easier and less expensive to install. The long tube give a insignificant gain in HP - maybe 2-5 HP depending on the setup. Conanski has a chart that list the different HP gains between short and long tube headers. Word of advice - pay more for a quality headers, this will save you in the long term on installation hassles.

 

but the duration and lift is equal to a comp cam i beleive?

 

Call comp cam and ask them for a good truck cam and see what they say. I did that, and I was told the stock cam for my truck was good (well...) but they could grind a custom cam for a truck since most of the cams they sell are grinded for cars. When I asked about going from a 1.6 to 1.7 rocker arms they said that is where the custom truck cam would be a be. So I went with the 1.7 ratio roller rockers. I do have 302/5.0 motor so my cam selection might be differnet than a 350 motor.

 

You can advance the cam a couple of degrees and it'll be a good lower end tq cam..

 

As usual good info Brad, some manufacturers used SD (speed density) up into the 21st century. The MAF (mass air flow) is more adaptable to mods especially if the engine vacuum has changed. Most Ford truck SD is batch fire and MAF is SFI. My sons Dodge truck has SD, OBDII with SFI, my wifes LT1 Caprice has MAF OBDI and SFI.

Years ago I was helping a friend with his 5.0 truck that had a cracked head and we picked up some GT40s from the JY and it was a big improvment.
Regards
rikard

 

what would i have to pull off to get to the timing cover, and would i stil beable to utilize the 1.7 rockers? and what is the stud size on the e7 5.8/351w heads?

 

what would i have to pull off to get to the timing cover, and would i stil beable to utilize the 1.7 rockers? and what is the stud size on the e7 5.8/351w heads?