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| Capative Pit |
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All ready got full exhaust,Cold air intake with pod filter in box and 2 stage shift kit
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| javier86 |
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Heads, cams, throttle body and a tune.
_________________ AU II Fairlane Ghia 180 hp@ the wheels, Pacemaker 4499, RedBack 2.5", stock CAT, CAI, Lovells low's. More to come |
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| TROYMAN |
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full exhaust??? they have a full exhaust standard..lol
what size exhaust? duel or single? 2.5" or 3"? decent headers and high flow cats will help.. 3.9 diff gears will make it more lively, a set of aftermarket alloy heads will allow it to breath and will have decent valve springs if or when you want to do a cam change.. |
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| xafalcon |
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TROYMAN wrote: a set of aftermarket alloy heads will allow it to breath and will have decent valve springs if or when you want to do a cam change.. Many alloy heads do not come standard with hydraulic roller compatible valve springs. If you go this route, ask the seller to confirm they are suitable. My SBF hydraulic roller spring guideline is 125lbs minimum seat pressure and a spring rate around 400lbs/inch.
_________________ XA Faimont 351C, AU2 XR8 Manual 5.0, DA LTD 5.0, Mk1 Capri 5.0, 1995 Mustang 5.0, EF2 XR8 Manual, EF2 Fairmont Ghia 5.0, AU3 XR8 Auto, AU2 XR8 Auto, AU2 XR8 Manual Ute, TE Cortina 5.0 Manual, DU LTD 5.0 soon to be manual |
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| xafalcon |
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TROYMAN wrote: a set of aftermarket alloy heads will allow it to breath and will have decent valve springs if or when you want to do a cam change.. Be careful. Many entry level alloy heads do not come standard with hydraulic roller compatible valve springs. If you go this route, ask the seller to confirm they are suitable. My SBF hydraulic roller spring guideline is 125lbs minimum seat pressure and a spring rate around 400lbs/inch.
_________________ XA Faimont 351C, AU2 XR8 Manual 5.0, DA LTD 5.0, Mk1 Capri 5.0, 1995 Mustang 5.0, EF2 XR8 Manual, EF2 Fairmont Ghia 5.0, AU3 XR8 Auto, AU2 XR8 Auto, AU2 XR8 Manual Ute, TE Cortina 5.0 Manual, DU LTD 5.0 soon to be manual |
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| TROYMAN |
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xafalcon wrote: TROYMAN wrote: a set of aftermarket alloy heads will allow it to breath and will have decent valve springs if or when you want to do a cam change.. Be careful. Many entry level alloy heads do not come standard with hydraulic roller compatible valve springs. If you go this route, ask the seller to confirm they are suitable. My SBF hydraulic roller spring guideline is 125lbs minimum seat pressure and a spring rate around 400lbs/inch. good point.... I noticed with I think its the edelbrock estreet heads they only come with springs suited for flat tappet cams, and most need piston fly cutting for clearance? I have the trickflow 170s with duel springs with trickflow 1.7 rockers.. a direct bolt on, no need for fly cutting pistons ect.. |
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| xafalcon |
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Edelbrock E-Streets are the same castings as Performer RPM's, just haven't been tidied up after casting. And they have cheap crappy valve springs that limit recomended RPM's to 5500 and a small flat tappet cam. But 6 hours work with cartridge rolls and a new set of drop-in springs (I use comp cams springs) and you have a good pair of budget alloy heads that flow OK and cope with a really strong street cam. For Edelbrock RPM heads you have to specify the 5.0 version in whatever intake valve size you want to get HR compatible springs. Same with AFR, you have to select the right p/n to get the right springs. These are the heads I have used, can't speak of any others.
For in-line valve heads, 1.90" intake valves usually work with stock piston valve reliefs. 2.02" intake valves usually need fly cutting, or a set of decent aftermarket pistons with bigger reliefs. The KB's I use in my 347's come with TW reliefs as well as in-line. But it is always recomended to check P2V clearance before firing a motor up because cam profile has an effect on valve position v's piston position.
_________________ XA Faimont 351C, AU2 XR8 Manual 5.0, DA LTD 5.0, Mk1 Capri 5.0, 1995 Mustang 5.0, EF2 XR8 Manual, EF2 Fairmont Ghia 5.0, AU3 XR8 Auto, AU2 XR8 Auto, AU2 XR8 Manual Ute, TE Cortina 5.0 Manual, DU LTD 5.0 soon to be manual |
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| WARMACHINE |
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I know for a fact the trickflow 170 fac heads and the cnced 185's have valve springs designed for hydraulic camshafts.
Both of those heads and the 190 fac are direct bolt on to your engine with no need to do anything to the stock piston with a stock cam (any stock cam ranging from eb v8 to au3 xr8 cam). Those heads come with 2.02 intake valve's and again pistons dont need notching IF your using the standard cam, afr's etc all require notching pistons when used with a 2.02 intake valve (as they are an inline valve head) If you are changing the cam it is good practice to use valve springs that are suited to that camshaft and in this instance p2v MUST be checked. Ive put above mentioned heads on four different motor's and not once have i had to notch piston's or had any p2v clearance problems. |
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| xcabbi |
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Yes but your twisted wedge heads have a flatter valve angle. The standard valve angle is 20 degrees. The new twisted wedge heads have an 11 degree intake and 13 degree exhaust valve angle. Since the valves sit straighter then you can run a larger valve and/or a more aggressive cam profile before the edge of your valves hit pistons.
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| BOTTLEDUP |
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Doesn't look like the OP is too interested in what people have to say!
Put in a set of 3.9 gears & a tune. From there its either heads/cam/intake or bolt on a blower.
_________________ TE50 T1 P01 |
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| OXFRD8 |
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sorry to bring this post back from the dead, but i own a 98 el series 2 xr8 with the 185 kw engine in it, and i was also looking at what i could do to gain power... at the moment i have an ss growler CAI and twin 2.5" D&T stainless exhaust system, and im sure its running el GT headers on it.
its extremely sluggish down low.. in saying doing heads ect would converting it to carby help in the long run?. EFI is good and all but its also extremely expensive tuning and alot of B/S in the engine bay. im looking at keeping standard heads on it (or swap to gt40p's) and open them up a bit, get some roller rockers and a descent cam. It has the 345:1 lsd in it, which is still extremely tight. so i may leave it in for the time being. further on down the track i may go to 3.9's. but i also daily this car. cheers any hints would be killer |
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| ranga83 |
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Tuning isnt that expensive. A j3 is one of the cheapest ways to tune anything. Compare that to a standalone ecu
_________________ ef futura, pacemakers, 2.5inch catback, k&n panel filter and 3.45 lsd. extractors/cat, ticky head, custom cam grind, t5. now onto cosmetics. |
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| BOTTLEDUP |
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... and then compare it to the cost of intake manifold, carby, fuel pump & regulator, new ignition system...
_________________ TE50 T1 P01 |
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| SWC |
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OXFRD8 wrote: sorry to bring this post back from the dead, but i own a 98 el series 2 xr8 with the 185 kw engine in it, and i was also looking at what i could do to gain power... at the moment i have an ss growler CAI and twin 2.5" D&T stainless exhaust system, and im sure its running el GT headers on it. its extremely sluggish down low.. in saying doing heads ect would converting it to carby help in the long run?. EFI is good and all but its also extremely expensive tuning and alot of B/S in the engine bay. im looking at keeping standard heads on it (or swap to gt40p's) and open them up a bit, get some roller rockers and a descent cam. It has the 345:1 lsd in it, which is still extremely tight. so i may leave it in for the time being. further on down the track i may go to 3.9's. but i also daily this car. cheers any hints would be killer You won't legally be able to fit the carby to you vehicle. Will not comlpy with emissions regs. Grab a Moates Quarterhorse chip and kit and you will be able to live tune and data log. |
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| OXFRD8 |
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i know i wont be able to put a carby on it legally.. although even changing cams will cause emission issues, so either way it wont really be legal.
i have had a 6 cylinder with a j3 chip in it and it wasnt all that great, altho it was cheaper then aftermarket computers. i plan to go that way again (j3) but plan to get it dyno tuned, where is mine was road tuned. |
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