I appreciate jt. I couldn’t find the dyno thread like I said I’m kind of new to this could you possibly link it for me ? If so thanks in advanceActually, mine was the only answer to the question he asked, given that he specified no boost or spray. He probably figures there are more ways and better insight. Still, he's been referred to the dyno thread, which is another place to get a good feel for good combos and bad ones. There are some other ways to get to 300 rwhp n/a, but I feel my advice is the most straight forward, bolt-on solution.
The S-351s started with '94 Lightning 5.8 short-blocks, to which Saleen added Edelbrock aluminum heads, 30-pound injectors, a roller camshaft and lifters, a 77mm mass-air sensor and 65mm throttle body. The final tally was 371-rated horsepower at 5,100 rpm and 422 lb-ft of torque at 3,500
xctasy;1821913 said:.....Jack Roush from 1988 to 1994, had been playing with the 5.8 spec, starting with the 375 hp twin turbo 351w for the 25 Aniversary Mustang,
then sending a engine overseas in Australia. It was a 1990 EA Ford Falcon 351 GT development 'hack'
which was suposed to be written off. Instead, it is proof of just what Jack was up to for the Ford motorcompany world wide.
Windsor 5.8L 351 CID V8
305 hp, 350 lb-ft
0-62 mph - 7.3 seconds
Standing 1/4 mile - 15.4 seconds after factory emiisions and durability test 50 000 miles. The engine was way down on power, and was on LTD rims with 205 65 15 tires in a 3500 pound car. ...
That didn’t answer my question head
RobHerrod said:"The biggest problem is people coming in with EB, ED, EF and EL V8s and they've got crappy cylinder heads and crappy intake manifolds. You tell people they've got to spend seven or eight grand replacing all that junk and they ask why. Some people reckon I'm ripping them off when I say that, but I'm not - it's just that other people talk rubbish. We sell our own throttle bodies for the Windsor purely because the stock ones are so restrictive."
"Really, I'd recommend drawing the line with just an exhaust and maybe some sort of programmable computer to lean it out. There's too much that needs changing to make those early injected Windsors competitive - I don't think they're very cost effective to get lots of power out of. The EL Series 2 V8 wasn't as bad - it had ceramic-coated extractors, an Explorer type intake manifold, a 60mm throttle body and standard heads. They didn't get the GT40B heads though."
"On EB to EF V8s I find their airflow meter is prone to failure - they drive fine, with plenty of punch and economy but they're running about 15:1 air-fuel at wide open throttle. As lean as buggery. A new airflow meter from Ford is now $1200-1300 and you've also got to make sure it has the right calibration to suit the EEC."
"When someone comes in with an AU V8 it's great - they've already got decent cylinder heads, a good intake manifold a 65 or 70mm throttle body. The AU-onward V8 is a good thing to work with. We make 170 kilowatts at the wheels with a cam, exhaust and computer upgrade and - for about five or six grand - our customers think its grouse."