4-bolt 400
Postmaster
Joined: Aug 2001
Posts: 4,270
Likes: 5
From: Delaware
I don't have the tables yet. Right now all I have are a bunch of parts. Getting it all to play together will be a good project. I am still trying to solve all the hardware problems. The firmware will come later. Since the MAF is calibrated for 42# injectors, I shouldn't be far off.
You said "Never seen a 90mm injector", Do you mean 90mm Throttle Body?
I checked BBK and couldn't find any 5.0 L TBs over 80mm. Accufab has a 90mm and a 105mm for 5.0/5.8 motors. They were priced pretty high.
You said "Never seen a 90mm injector", Do you mean 90mm Throttle Body?
I checked BBK and couldn't find any 5.0 L TBs over 80mm. Accufab has a 90mm and a 105mm for 5.0/5.8 motors. They were priced pretty high.
Elder User
Joined: Sep 2000
Posts: 936
Likes: 0
From: Bay area
from what I read those lightning MAF sensors to be used with the stang ECM need to be used with a chip or tweecer. The ECM will not reconize the MAF even thought the MAF was setup with 42 lb injectors.
Postmaster
Joined: Aug 2001
Posts: 4,270
Likes: 5
From: Delaware
At 6500 RPM a 400 will require 752 CFM to fill it's cylinders. But how much pressure drop will occur with a 70 mm, or 75mm or 80mm TB when 752 CFM flows through them. The VE is a measure of the pressure in the cylinder. In a normally aspirated motor, it is 14.7 psi less the pressure drops in the intake and valving. As the motor RPM increases the air velocity increases as well as the pressure drop. The fewer restrictions in the air intake, the greater the manifold pressure and VE at a particular RPM.
EFI unlike a carburator, has no limitation on Venturi velocity at low RPM, so having a larger CFM rating is not as detrimental as with a carburator.
The limitation of EFI is based on Peak Horsepower and the Injector size. My 42 # injectors are sized right for a 540 Peak HP motor. MY TB and manifold will help insure that peak HP is obtainable.
EFI unlike a carburator, has no limitation on Venturi velocity at low RPM, so having a larger CFM rating is not as detrimental as with a carburator.
The limitation of EFI is based on Peak Horsepower and the Injector size. My 42 # injectors are sized right for a 540 Peak HP motor. MY TB and manifold will help insure that peak HP is obtainable.
Elder User
Joined: Sep 2000
Posts: 936
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From: Bay area
I am setting my redline around 5500 or so. not 6500 like your planning, but in saying that your also expecting 100% VE which I am pretty sure all naturally asperated engines can never get that high.
Postmaster
Joined: Aug 2001
Posts: 4,270
Likes: 5
From: Delaware
Naturally aspirated motors can exceed 100% VE at very high RPMs. This can be the result of Ram air or intake tuning. I don't expect to get any intake tuning, but maybe some ram air effects. Look at EFI systems on late model EFI V8s, and see the length of the runners. These long runners provide tuning to increase the VE at mid-range RPM.
My aim is to get the VE as high as possible.
Jopey,
I have a question that you may be able to answer. The stock 5.0 Mustang Oxygen sensor is a three wire device. Is this a Narrow Band Oxygen Sensor or a Wide Band. Do I need a four wire sensor for Wide Band. I know that a Wide Band oxygen sensor will make tuning easier. can I use a Wide Band Sensor with an A9P ECU?
My aim is to get the VE as high as possible.
Jopey,
I have a question that you may be able to answer. The stock 5.0 Mustang Oxygen sensor is a three wire device. Is this a Narrow Band Oxygen Sensor or a Wide Band. Do I need a four wire sensor for Wide Band. I know that a Wide Band oxygen sensor will make tuning easier. can I use a Wide Band Sensor with an A9P ECU?
Elder User
Joined: Sep 2000
Posts: 936
Likes: 0
From: Bay area
I do beleive the stock O2's are narrow band. I do not know if a wide band O2 is even capitable with the stang ECM. Head over to corral.net some of those stang guys are very well educated on 87-93 MAF stangs.
If you want the tables for the 90mm MAF lightning for your tweecer let me know I got them from tweecers forums.
If you want the tables for the 90mm MAF lightning for your tweecer let me know I got them from tweecers forums.
Postmaster
Joined: Aug 2001
Posts: 4,270
Likes: 5
From: Delaware
Jopey,
I don't have a tweecer yet, so the tables won't do me any good. There is someone in a Yahoo group that I suscribe to, who is working on a boot loader to burn into EPROM. With this boot loader you will be able to load tables into EPROM and have them loaded into program space at startup. This will elimnate the need for a Tweecer. I will follow his progress.
I ordered a Cold Air Kit for a Lightning from BBK today. It won't fit my application exactly, but I am getting some flex tubing along with it. It will require some fitting. I bought it from the BBK website. It was listed as used/return/test. There are some decent buys on that site.
I don't have a tweecer yet, so the tables won't do me any good. There is someone in a Yahoo group that I suscribe to, who is working on a boot loader to burn into EPROM. With this boot loader you will be able to load tables into EPROM and have them loaded into program space at startup. This will elimnate the need for a Tweecer. I will follow his progress.
I ordered a Cold Air Kit for a Lightning from BBK today. It won't fit my application exactly, but I am getting some flex tubing along with it. It will require some fitting. I bought it from the BBK website. It was listed as used/return/test. There are some decent buys on that site.
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Junior User
Joined: Jun 2005
Posts: 68
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Originally Posted by danlee
Dyno 2K says 513 ft-lbs torque @2000 RPM and 475 ft-lbs@4000 RPM with a Crane #529721 Hydraulic Roller cam. The peak HP is only 380@4500 RPM, but this is a torque motor and should run on 87 Octane with no problem.
Good to see the actual results.
Gary
Postmaster
Joined: Aug 2001
Posts: 4,270
Likes: 5
From: Delaware
Originally Posted by gow589
I thought it would be neet to bring back the original thread where we started talking about the dyno numbers for this engine. It made a bit more then 380 hp though.
Good to see the actual results.
Gary
Good to see the actual results.
Gary
That was an early run on DD2K with 9.0:1 CR, and a 600 CFM carb. The later simulation was on Dyno Sim using 10.5:1 CR, and 800 CFM carb and large tube headers. This gave results that are closer to actual. I have seen on several occasions where actual dyno results beat the simulation. Maybe we will see that again.
Senior User
Joined: Oct 2001
Posts: 184
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From: Goleta, CA
Pwrprod
Roger : The 4 bolt mains caps are an after market item to strengthen the bottom of the 351M/ 400 engine. They definatly work and do need a machiene shop to drill and tap the extra bolt holes. I wish I had known of these when I rebuilt my 400. This will let you pump the ponies past the 400 level on these engines and keep the bottom together.
Postmaster
Joined: Aug 2001
Posts: 4,270
Likes: 5
From: Delaware
Originally Posted by roger dowty
a guy has some 4 bolt steel caps that are advertised for both 351W, and the 400. Does this sound right?
Posting Guru
Joined: Jun 2002
Posts: 1,099
Likes: 0
The mains are the same size but the caps are not interchangeable. A 351W and the 351C/400 bolts are not spaced the same distance apart. For what it's worth, Shazam elongated the holes on a 351W main stud girdle and used it on a 400 stroker that held 800 HP.
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