Home
What's new
Latest activity
Authors
Store
Latest reviews
Search products
Forums
New posts
Search forums
What's new
New posts
New listings
New products
New profile posts
Latest activity
Members
Current visitors
New profile posts
Search profile posts
Log in
Register
Cart
Cart
Loading…
What's new
Search
Search
Search titles only
By:
New posts
Search forums
Search titles only
By:
Menu
Log in
Register
Navigation
Install the app
Install
More options
Change style
Contact us
Close Menu
Forums
Other Fast Ford Vehicles
F-150
2v vs. 3v for towing questions.
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Message
<blockquote data-quote="slowr w/o blowr" data-source="post: 9509789" data-attributes="member: 65550"><p>First off, i just sold my 2 valve 99 150 ext cab 4x4. It was a good truck, 200k miles and still on the original everything. Trans Axles Engine.... Was an alright truck but would kick out of OD when you were on the highway and it encountered any type of hill. My boat is a 17' stratos Bass boat single axle 135 mercury. Its a fairly light boat. Probably 4000 lbs total with trailer. On long road trips, i would get around 12-13 mpg pulling the boat around 75 mph. </p><p>My new truck is an 03 S.Crew 4x4 and it has not kicked out of OD yet while pulling the boat. Matter of fact, i hardly feel it back there. Some of the things that drive me nuts on the new truck can all be cured by an aftermarket tuner. </p><p>Problem number one- while driving at highway speeds. It you mat the accellerator pedal to the floor and lift back up, the enging makes no rpm changes. It does not kick down out of OD, and the RPMS may come up 2-300 rpms total. Its very sluggish!</p><p>Problem number two- this is directly related to number one, but has to be explained seperately. In the winter i noticed this issue more severely. Driving around a corner with snow and ice on the ground, you will typically have your foot off the accell pedal, when you reach the apex of the corner, typically you will gently power out of the corner. With this truck, when you reach the apex of the corner, you press down on the pedal and nothing happens for the first half second. You think will maybe i didn't press down far enough (Electronic throttle Pedal) So, you press a little harder, and the next thing you know, you've got to steer into a power slide. It pisses me of to no extent when that happens.</p><p></p><p>Onto the CAI question. On my 5.4, i really cant see how an aftermarket assembly will provide any more efficiency. The truck is equipped with a decent CAI from the factory. The filter element is extremely easy to service. I can't see how it can be impoved upon. Definitely not worth a 200 dollar aftermarket CAI.</p><p>Make sure that you don't put any larger tire on the truck than what it came with, These trucks need all the gearing they can get. Other than the lack of scavenging ability on these manifolds, a N.A. 5.4 is not going to exceed their ability to flow. Headers may pick up up 10-20 horse, but not worth it on a truck IMO. I think the largest amounts of gains have to come from the computer tuning. I'll let you know how my truck turns out. I will be picking up an SCT Xcal3 for mine and having my tuner friend set up some aggressive tunes for it.</p></blockquote><p></p>
[QUOTE="slowr w/o blowr, post: 9509789, member: 65550"] First off, i just sold my 2 valve 99 150 ext cab 4x4. It was a good truck, 200k miles and still on the original everything. Trans Axles Engine.... Was an alright truck but would kick out of OD when you were on the highway and it encountered any type of hill. My boat is a 17' stratos Bass boat single axle 135 mercury. Its a fairly light boat. Probably 4000 lbs total with trailer. On long road trips, i would get around 12-13 mpg pulling the boat around 75 mph. My new truck is an 03 S.Crew 4x4 and it has not kicked out of OD yet while pulling the boat. Matter of fact, i hardly feel it back there. Some of the things that drive me nuts on the new truck can all be cured by an aftermarket tuner. Problem number one- while driving at highway speeds. It you mat the accellerator pedal to the floor and lift back up, the enging makes no rpm changes. It does not kick down out of OD, and the RPMS may come up 2-300 rpms total. Its very sluggish! Problem number two- this is directly related to number one, but has to be explained seperately. In the winter i noticed this issue more severely. Driving around a corner with snow and ice on the ground, you will typically have your foot off the accell pedal, when you reach the apex of the corner, typically you will gently power out of the corner. With this truck, when you reach the apex of the corner, you press down on the pedal and nothing happens for the first half second. You think will maybe i didn't press down far enough (Electronic throttle Pedal) So, you press a little harder, and the next thing you know, you've got to steer into a power slide. It pisses me of to no extent when that happens. Onto the CAI question. On my 5.4, i really cant see how an aftermarket assembly will provide any more efficiency. The truck is equipped with a decent CAI from the factory. The filter element is extremely easy to service. I can't see how it can be impoved upon. Definitely not worth a 200 dollar aftermarket CAI. Make sure that you don't put any larger tire on the truck than what it came with, These trucks need all the gearing they can get. Other than the lack of scavenging ability on these manifolds, a N.A. 5.4 is not going to exceed their ability to flow. Headers may pick up up 10-20 horse, but not worth it on a truck IMO. I think the largest amounts of gains have to come from the computer tuning. I'll let you know how my truck turns out. I will be picking up an SCT Xcal3 for mine and having my tuner friend set up some aggressive tunes for it. [/QUOTE]
Insert quotes…
Verification
Post reply
Forums
Other Fast Ford Vehicles
F-150
2v vs. 3v for towing questions.
Top