MSD 6a ignition and electric fans are good for about 20-25hp together.
Primary rig is Green Thunder:
95' F-150 XLT 4x4, 302, 5 spd, MSD 6A, Flowmaster American Thunder Exhaust, Sunroof, Clear corners w/ Diamond headlights, CD player with 2 10" subs and some 32" BFG Muds .
Check out my Gallery for a look-see.
Then theres:
99' Mustang GT 4.6L
88' F-250 Superduty 4x4 351/c6
95' Mercury Cougar 4.6L V-8
80' E-350 300/6 with a
3 spd column shifter. Top speed is 65mph, Go Baby Go!
__________________ Justin-FTE Moderator
95' F-150 XLT 4x4, 393ci stroker, 5 spd, 6" lift/35s
04' Explorer Limited 4.6L
94' Cobra - 1 of 123 made, only 30k miles
[updated:LAST EDITED ON 23-Aug-02 AT 02:07*PM (EST)]EFI power is just like carb power - with cam, intake, headers and exhaust you can get some BIG improvements. the only difference is that instead of getting a bigger carb, you get a bigger throttle, plus mass-air meter & injectors - and the funny looking EFI intakes cost more! my 5.0 mustang was 205HP at the flywheel when it was stock - now it's making 280 at the rear wheels. it has 5.0 explorer "p" heads, a cobra intake (about like the explorer one), a cam, headers, bigger exhaust, bigger mass air sensor, throttle and intake tubing, bigger injectors & fuel pump, a few other things... it's basically the same motor as your 351, so all the same types of things will work for you.
with the aluminum heads, a 347 stroker conversion with higher compression, and the right cam for that setup, i could be making about 380HP - on the other hand, just putting the aluminum heads on and leaving everything else stock would probably have changed my car from 205HP at the flywheel to 205 at the rear wheels.
since you're doing this to a truck, you wouldn't be shooting for top-end horsepower - you need lots of torque, so you'd use different headers, cam, intake, exhaust, etc. i don't know specifically what parts you need since i'm not into 351 EFI torque motors - but for any application, you get the best results by using parts that are all suited for the same goal. luckily, i don't think you have to change out QUITE as much stuff for peak torque output as for peak horsepower.
[updated:LAST EDITED ON 23-Aug-02 AT 04:05*PM (EST)]speed-density? wow, that caught me off guard. the mustang changed to MAF in '88-'98, supposedly for fuel economy & emissions purposes. i figured by '94 they would have changed the trucks too.
regardless, everything else i wrote still applies, except the money you save by NOT having to buy a bigger MAF, you have to spend on whatever it is they do to tune SD cars. also, on mustangs it's pretty easy to convert to MAF - you need the computer, the wiring harness from the computer to the engine & MAF, and the meter itself.
I have already looked at the FORD RACING mass air conversion kit, it's $1000 - way too much money. Cant do anything until I am ready to buy it or get a chip made for SD - $300 plus more money to re-program it each time I make any kind of performance change.
It would probably cost the same either way, but I dont have the money right now.
I have done exhaust and air filter - can't do much more than that anyways because of our smog laws. Thanks for the info!
__________________ JBeryleC
Ford Blue Blood In Veins
2001 Lincoln Navigator 4x4, 5.4L
1994 F-150 SuperCab 4x4, 5.8L
if you're interested in doing MAF conversion, check into just pulling what you need off a rolled truck at the junkyard - if there is a model with same body style as yours and 351 EFI with MAF, then it should be an easy swap.
i heard somewhere: you can build an engine cheap, and you can build an engine with a lot of power, and you can build it reliable, and you can build it smog-legal. BUT you can only have TWO of those things at once...
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