Black n decker, I have not ever seen until you posted the above dyno sheet a performance cam on these cars that did not give up some low end. Now the dyno sheet you refer to is on another engine, so I do not know the applicability to ours, but if someone makes a cam like that I would be interested. The thing to note however is that even the Boss loses some low and midrange torque in comparison to the GT. So whatever the problem, apparently Ford has not fixed it. If you do a complete build, headers, cams, intake, ported heads, torque over the entire power band will increase in comparison to stock. If you do cams and intake only, then yes you wil lose some low end torque. But from my perspective and driving experience this torque loss does not effect ultimate performance and driving enjoyment. Others like to have their neck snap back when they touch the throttle. I on the other hand, enjoy the torque building over the entire RPM band. Isn't that what the concept of the Boss is all about? I wish I could easily post my dyno sheets. Cause I think it would be good information for everybody to have. I did about ten dyno runs on this car and the info really should be out there for everybody else. As to high compression, for the track F@#$ yeah, but e85 is not readily available and I do like to drive the car. I do not know why I cannot just scan my sheets and post them. If anybody could give me some help on this, I would appreciate it.
My understanding comes from experience building and dyno testing Honda motors (hence the graph I posted). I've only been a Mustang owner since January 2012...but I realize people approach engine mods much differently here. For one, I never would've imagined that people would spend lots of money on name brand parts and then run a "canned tune". In the Honda community (specifically the K-series motors), virtually everyone runs a legit dyno tune regardless if they're just running bolt ons or a full stroked/bored/high compression motor.
I believe the lack of legit dyno tuning leads to a lot of confusion about which parts work, which don't, and most importantly....how all the parts work together to make power (and specifically where the power is made).
We (Honda K-series community) have large databases of dyno graphs on virtually every possible set up to say, for example, which stage cams (i.e. 1, 2, 3, etc) will work best with a stock block and which require higher compression pistons. Same for when a ported manifold or ported head will be beneficial. Unfortunately, this is lacking forthe Coyote...but it's a new motor and undoubtedly people will start to compile this information over time.
I posted those graphs to demonstrate a concept. Once you understand the concepts you can apply it to any engine. Dont get caught up with trying to compare the actual hp amd tq numbers....rather, look at the graphs and appreciate how the power band is shifted (rightward in the first graph, and upward in the second graph). Now imagine shading in the area under the hp and TQ curves in each example and see how the "area under the curve" changes (no change in the first graph, net increase in the second).
The two graphs I posted show two completely different responses to cams...a racer may purposely select the different power bands depending on the track. Personally, I'd rather build a motor with the second powerband....and although it would make less "peak power"....it would make more power everywhere else.
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