I keep reading that there is gonna be another mach 1 or a new BOSS. Anyone got info on this. :??:
i heard the 2012 GT500 is gonna have a twin turbo 5.0L and IRS
I'll guess Boss 302
i though that ford said that they'd never used the mach 1 name again?
Considering what the new 5.0L is making with mild bolt-ons I think we could see an N/A Boss with DI that makes 450hp+ in a couple years.
...+ R&D, + emissions, +...It would of cost Ford only $200 more to put Direct Injection onto the 5.0
...+ R&D, + emissions, +...
+ the inherent issues with DI.
Look into a bit and you'll see DI is not 100% roses
...+ R&D, + emissions, +...
+ the inherent issues with DI.
Look into a bit and you'll see DI is not 100% roses
If done right, they are quite useful.
But, can be a problem with tuning if the HPFP can not handle additional fuel psi in order to handle the tunes.
There are pluses and minuses with anything. I've had good experiences with DI, but I know they can be problematic if not done right or a quality system is not used.
Agreed, but taking a risk on such a popular car with rabid fans could be costly if issues arise.
Here is a an example
Porsche intake valves
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"The oil and other combustion by-products in the intake air come from the crankcase ventilation system. The crankcase is vented into the intake tract so that gases are burned rather than escape unburnt into the atmosphere. The crankcase has a lot of oil spraying around inside and the small droplets get carried along with the rest of the crankcase gases into the intake tract. The factory puts an oil separator in the tubing that carries the gases into the intake, but they're not 100% efficient and some gets by.
The small amount of remaining contamination hits the back side of the intake valve and gets burned on from the heat of the valve itself. It takes many cycles to build up but that's what engines do - many cycles over thousands of miles. What's worse, as the buildup collects, it insulates the metal valve from the cool intake air rushing into the cylinder, causing it to run even hotter, turning the coating of oily residue into hard carbon.
The after-market separator traps oil that got past the factory separator before it gets into the intake tract and that keeps it from collecting on the back of the valves. It doesn't solve the problem but it does slow it down a lot."
DI is only a bridge technology for the more significant changes coming for the IC engine.