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2013-14 Shelby GT500
(New) Mantic clutch finally arrives
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<blockquote data-quote="Bad Company" data-source="post: 17014536" data-attributes="member: 141815"><p>Thanks</p><p></p><p>My thoughts on the exhaust was how do I make a system that would be similar to open 4" header collectors with a short tailpipe, yet retain the full exhaust system to be able to drive the car on the street without having to remove or change anything. It took me a while of thinking and a little math to come up with what I hope is close to this. My thoughts about this car have always been to go to the Texas Mile. My original idea was to stay right below the 200mph limit for a roll bar. Then the engine failed, Michael at L & M said I'd never build as much Hp with as low of a boost number as the engine he built. So I decided he needed a lesson in the fact that boost pressure in psi is nothing more than the amount of restriction in moving the air into the engine and has nothing to do with the volume of air. So I looked for every possible way to remove airflow restrictions while increasing the CFM(volume) to beat his super stupid camshaft design that caused the engine to fail in the first place. The exhaust system was one of the ways I did this. I also beat his past Hp numbers by roughly 200 Hp with very close to the same boost on pump E85 or over a 120 hp more on pump 93 octane gasoline. </p><p></p><p>The MoTec is being installed due to at initial start up the engine surges trying to establish the idle. The Ford PCM has a lot of torque limiting tables with nothing but zeros in them. It is extremely hard with all of the engine modifications to figure out which tables and cells in the tables to manipulate to achieve a good start up idle. The MoTec is going to be much easier to establish the proper start up procedure for the throttle body to get the engine to stop surging. Now with the FORD PCM once the idle is established the car drives extremely well and is actually easy to drive with the power it produces......to me anyway. To others they may think it is a little finicky to pull off from a stop, but I know some of this is not due to the engine, but has a lot to do with the light weight clutch, taller tires and a fast rear gear. At idle this car does 10mph in first gear, so idling through a shopping center parking lot isn't the easiest thing to do. I'm hoping I can twist my wife's arm a bit to start the licensing process at the mile March 2025. At least get past the 200mph mark. The other big feature of going to the MoTec is the car will be 100% FlexFuel capable. No need to drain fuels and switch programs to go from E10 to E98. E98 has the same octane rating as VP Racing's Methanol M1 which is 111 octane. Methanol carries roughly 14% more oxygen when compared to VP Racing X98 Ethanol formula. You can make more power with M1, but the draw backs in this application far out weigh the benefits of more Hp. You also really need to build the engine with a much higher compression ratio to take the advantages of using this fuel. I want to drive this car on the streets and the amount of necessary work and modifications to the fuel system to use it are expensive and wouldn't allow it to be easily converted back and forth between fuels. Whereas all I'll have to do is drive up to the pump and pick my poison for the day.</p></blockquote><p></p>
[QUOTE="Bad Company, post: 17014536, member: 141815"] Thanks My thoughts on the exhaust was how do I make a system that would be similar to open 4" header collectors with a short tailpipe, yet retain the full exhaust system to be able to drive the car on the street without having to remove or change anything. It took me a while of thinking and a little math to come up with what I hope is close to this. My thoughts about this car have always been to go to the Texas Mile. My original idea was to stay right below the 200mph limit for a roll bar. Then the engine failed, Michael at L & M said I'd never build as much Hp with as low of a boost number as the engine he built. So I decided he needed a lesson in the fact that boost pressure in psi is nothing more than the amount of restriction in moving the air into the engine and has nothing to do with the volume of air. So I looked for every possible way to remove airflow restrictions while increasing the CFM(volume) to beat his super stupid camshaft design that caused the engine to fail in the first place. The exhaust system was one of the ways I did this. I also beat his past Hp numbers by roughly 200 Hp with very close to the same boost on pump E85 or over a 120 hp more on pump 93 octane gasoline. The MoTec is being installed due to at initial start up the engine surges trying to establish the idle. The Ford PCM has a lot of torque limiting tables with nothing but zeros in them. It is extremely hard with all of the engine modifications to figure out which tables and cells in the tables to manipulate to achieve a good start up idle. The MoTec is going to be much easier to establish the proper start up procedure for the throttle body to get the engine to stop surging. Now with the FORD PCM once the idle is established the car drives extremely well and is actually easy to drive with the power it produces......to me anyway. To others they may think it is a little finicky to pull off from a stop, but I know some of this is not due to the engine, but has a lot to do with the light weight clutch, taller tires and a fast rear gear. At idle this car does 10mph in first gear, so idling through a shopping center parking lot isn't the easiest thing to do. I'm hoping I can twist my wife's arm a bit to start the licensing process at the mile March 2025. At least get past the 200mph mark. The other big feature of going to the MoTec is the car will be 100% FlexFuel capable. No need to drain fuels and switch programs to go from E10 to E98. E98 has the same octane rating as VP Racing's Methanol M1 which is 111 octane. Methanol carries roughly 14% more oxygen when compared to VP Racing X98 Ethanol formula. You can make more power with M1, but the draw backs in this application far out weigh the benefits of more Hp. You also really need to build the engine with a much higher compression ratio to take the advantages of using this fuel. I want to drive this car on the streets and the amount of necessary work and modifications to the fuel system to use it are expensive and wouldn't allow it to be easily converted back and forth between fuels. Whereas all I'll have to do is drive up to the pump and pick my poison for the day. [/QUOTE]
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(New) Mantic clutch finally arrives
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