Higher Redline?

[Tron]

its not always about how much power the car is making at the higher RPM as it is to where the RPM's fall to in the powerband after the shift. NAH MEAN?

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[Tommy V]

It isn't simply RPM related as there are many guys running 7,500-7,800rpm on the stock pump. Most failures that I've seen had big power as well from boost.

Oh ok that makes sense.

 

[Demon Coyote]

Here's an interesting video I found where they push the car to 8K after installing the Boss manifold.

[ame="[MEDIA=youtube]Igsrr7dDFVE[/MEDIA]"]

 

[D3adch1ld]

Here's an interesting video I found where they push the car to 8K after installing the Boss manifold.

Very nice video. Perfect comparison. Still like the idea of 7.4k or so on the stock manifold, I just want a bit more gear lenght.

 

[Demon Coyote]

Yessir I'm planning on pushing mine to 7.5K so I can shift around 7.2-7.3k. I hope they do a similar test on the Cobra Jet manifold as I'm not too impressed with the Boss manifold numbers.

 

[Grimace427]

Here's an interesting video I found where they push the car to 8K after installing the Boss manifold.

I can't see the video but to rev to 8,000rpm they probably had the Cobra Jet crank trigger installed as well. This is a critical piece of the high-RPM puzzle as it gives the PCM a clear RPM signal to operate effectively. Also valvesprings will become a big consideration, thankfully the 2015 Coyote comes with the upgraded Boss valvesprings as stock.

https://www.fordracingparts.com/parts/part_details.asp?PartKeyField=22870

Fits: 2011-2013 5.0L Ti-VCT engines
Ignition pulse ring modified to support higher RPM engine builds
Extends RPM range from 7700 to 8100 RPM
Developed for the 2013 Cobra Jet Program

 

[B-52 Jetman]

Sorry, but I don't see the value in it. Not sure what the price is for a Boss Intake is, but that along with time taken to replace it...you gain 5hp but lose 6 ftlbs. The way I think this would be a benefit, is if a super/turbo charger is used...or better bump sticks at a minimum.

 

[Demon Coyote]

I can't see the video but to rev to 8,000rpm they probably had the Cobra Jet crank trigger installed as well. This is a critical piece of the high-RPM puzzle as it gives the PCM a clear RPM signal to operate effectively. Also valvesprings will become a big consideration, thankfully the 2015 Coyote comes with the upgraded Boss valvesprings as stock.

https://www.fordracingparts.com/parts/part_details.asp?PartKeyField=22870

Here's the link to the video so you can see it in youtube.

[ame]

I don't remember them stating in their video if they added that part or not, I thought the motor (with all the little upgrades they did) would be able to handle an 8K rpm.

Sorry, but I don't see the value in it. Not sure what the price is for a Boss Intake is, but that along with time taken to replace it...you gain 5hp but lose 6 ftlbs. The way I think this would be a benefit, is if a super/turbo charger is used...or better bump sticks at a minimum.

I completely agree, the boss manifold is definitely $700 or more and I don't think it's worth it for an NA build. I'm just hoping to see what the Cobra Jet manifold will do for this motor.

 

[B-52 Jetman]

Here's the link to the video so you can see it in youtube.



I don't remember them stating in their video if they added that part or not, I thought the motor (with all the little upgrades they did) would be able to handle an 8K rpm.



I completely agree, the boss manifold is definitely $700 or more and I don't think it's worth it for an NA build. I'm just hoping to see what the Cobra Jet manifold will do for this motor.

Yeah, no matter how you cut it, going to need cam's to match the intake. No advantage spinning a motor to 8k rpm if there's no more power past 7k rpm.

 

[Grimace427]

Here's the link to the video so you can see it in youtube.

I don't remember them stating in their video if they added that part or not, I thought the motor (with all the little upgrades they did) would be able to handle an 8K rpm.

Thanks but I meant Youtube was blocked here at work.

Getting the engine to handle 8,000rpm is a bit different than getting the PCM to handle it. I would get the crank trigger for reliability reasons.

Sorry, but I don't see the value in it. Not sure what the price is for a Boss Intake is, but that along with time taken to replace it...you gain 5hp but lose 6 ftlbs. The way I think this would be a benefit, is if a super/turbo charger is used...or better bump sticks at a minimum.

Definitely gaining way more than 5hp. Peak to peak is irrelevant. If the Boss intake continues to increase power passed 7,500rpm whereas the stock intake falls off before 6,500rpm the point to point gains in the curve can be as high as 50-60hp. The average power from hitting redline and shifting can see very nice gains with the right combination.

Yeah, no matter how you cut it, going to need cam's to match the intake. No advantage spinning a motor to 8k rpm if there's no more power past 7k rpm.

This is the root problem with your assumptions. The REASON for the lack of power over 7,000rpm with the stock Coyote is because of the intake manifold, hence the entire reason people replace it with a Boss or Cobra Jet intake manifold. There is no requisite to replace cams when going with a Boss intake, and even so the 2015 Coyote already has nicely upgraded 13mm lift cams right from the factory which are actually upgrades even over the '12-13 Boss 302 Roadrunner engine.

 

[Grimace427]

Here are some various independent and magazine testing of Boss and CJ intakes on both built engines, bolt-on Roadrunners, and bolt-on Coyotes.

http://www.fastfordmuscle.com/index.php/topic/2-cobra-jet-intake/page-3

 

[Grimace427]

 

[JakePSD]

I know this is an old thread, but I have a point to bring up regarding power drop off after 6500 RPM. Has anyone ever ran a higher RPM tune (such as the one for the boss manifold) with a stock manifold? How do we know that the manifold itself is actually what is causing the drop off in power rather than factory tuning? I'm no expert in tuning but I do know from talking to the guy that did a live tune on my 7.3L Power Stroke that factory tuning actually starts cutting power a bit before the actual rev limiter. It isn't full fuel until 3500 RPM (in the case of my 7.3) then *bam* rev limit, it actually starts a gradual cut out a couple hundred RPM before the hard one.

 

[mikeyjobu]

I've got my fingers cross that Ford Performance releases the dyno charts for all of their new power packs -- 1 and 2 bump to 7200, 3 (includes the GT350 manifold) bumps it up to 7500... On a car with 3.73's, I do wonder if pack 3 will make the most sense -- in many cases the additional torque will just break the wheels loose sooner -- with a little less torque down low, and the additional torque you gain back from the gears -- I wonder if it will be in the noise hooking up the same as a car with taller gears and more from the engine -- I REALLY want to see the curves.

 

[SolarFlare]

I know this is an old thread, but I have a point to bring up regarding power drop off after 6500 RPM. Has anyone ever ran a higher RPM tune (such as the one for the boss manifold) with a stock manifold? How do we know that the manifold itself is actually what is causing the drop off in power rather than factory tuning? I'm no expert in tuning but I do know from talking to the guy that did a live tune on my 7.3L Power Stroke that factory tuning actually starts cutting power a bit before the actual rev limiter. It isn't full fuel until 3500 RPM (in the case of my 7.3) then *bam* rev limit, it actually starts a gradual cut out a couple hundred RPM before the hard one.

Holy thread revival batman!!

Look at all the stock/bolt on dynos you can find, makes no difference, power drops after 67-6800. It is what it is. mustangs aren't a 7.3L diesel, you want to make power at 7500rpm? Swap manifold.

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