Also included in the kit was...
Also included in the kit was an efficient air-to-air intercooler to keep the all-important charge temperatures as low as possible. Your motor likes nothing more than a constant source of cold air.
Modifications to the high-mileage...
Modifications to the high-mileage 5.0 included a set of Trick Flow Twisted Wedge heads. Trick Flow revolutionized the industry with the introduction of the unique valve orientation, and they continue to be a powerful addition to any 5.0 motor.
Though the as-cast Trick Flow...
Though the as-cast Trick Flow Twisted Wedge heads offered a significant step up from the stock E7TE heads, we had something much more impressive in mind for this test motor.
Simple math from the following formula (HP=TQxRPM/5252) tells us that producing 300 lb-ft of torque at 3,000 rpm equates to 171 hp, but producing the same 300 lb-ft at 6,000 rpm equals 342 hp. Simply shifting the torque curve higher in the rev range without even increasing the peak number results in more horsepower. Obviously more horsepower equates to quicker e.t.'s and especially higher traps speeds. The side benefit of improving power higher in the rev range is that we were running out of effective rpm with the factory 5.0 induction system, and having the motor make peak power at 6,000 rpm instead of 5,200 provides an extra 800 rpm of effective gearing. Where the power curve starts to fall off with the stock induction system, the power continues to climb and allows the car to continue accelerating. The result is another 8-10 mph of available trap speed thanks to the extended operating range.
We were certainly impressed with the results of the stock 5.0 components. After all, who wouldn't be happy with a 10-second Mustang? Now factor in that this was accomplished with a stock 5.0 motor, with 200,000 miles no less, and those 10-second timeslips look all the more impressive. Happy as we were, we were even more anxious to install our new hardware and get back on the dyno. Unfortunately for our project, winter was quickly closing in and, with it, track closures were almost certain. We were not able to run the Mustang with all of our newfound power, but the numbers alone were impressive enough to have us talking about the possibility of running 9s.
The new upgrade even took us to the limit of the standard 60mm turbo employed on the base kit from HP Performance. To combat the lack of flow offered by the 60mm turbo, we installed a 67mm unit to demonstrate the gains offered at this elevated power level. Before performing any of that magic, off came the factory heads, cam, and 5.0 H.O. intake manifold. They served us well and were now relegated to the parts bin next to the factory air silencer, where they awaited the time when they'd be the hot, sought-after item for Mustang enthusiasts wishing to restore their precious 5.0s.
In their place went a powerful performance package consisting of a Holley SysteMAX intake combo complete with 75mm throttle body, a set of Trick Flow Twisted Wedge aluminum heads, and a Lunati Voodoo cam profile. In fact, Lunati even supplied a set of its new 1.6-ratio roller rockers, a new timing chain, and a fresh set of hydraulic roller lifters. The SysteMAX intake has always proven itself a powerful design, especially when teamed up with a performance-cam profile designed to maximize power production up to 6,000 rpm. The optimized combination of runner length and cross-section, combined with a sizable plenum volume and generous throttle entry, continues to make the SysteMAX the intake of choice among 5.0 enthusiasts and racers alike. Naturally, the intake was fed not by the factory throttle body, but by a 75mm Holley unit designed to maximize airflow to the intake. Why bother with the intake if you're only going to restrict it with the stock throttle opening? In addition to the power gains, the SysteMAX intake and matching throttle body offered visual performance as well, as the Holley components were a tad higher on the cool scale than lifting the hood to reveal a stock H.O. intake.