The 08 Bullitt intake, everything you wanted to know and more, Dynotesting...
12/30/07, 11:00 PM
#41
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I noticed that based on the stock MAF's air transfer function, Ford essentially chose the stock airbox for the stock engine because they seemed to be sized proportionally for the engine's hp/fuel requirements. The V6's air transfer function is different and is sized more appropriately for a smaller engine.
12/31/07, 01:27 AM
#42
Legacy TMS Member
Generally speaking, you're looking at more losses than gains with dyno error. Thinking otherwise is being overly optimistic or part of a plan to try and sell a product.
It also depends on how high the IAT is because the PCM pulls ignition timing only above a certain temperature, and even then it is multiplied by a value in a table as part of the final spark calculation. The stock 07 GT calibration calls for pulling ignition timing above 100F IAT, but the actual value is just part of the final spark calculation. It is not directly added/subtracted from this final spark. Unless you plan to drag race in Death Valley at 120F ambient, it won't be a significant problem. The OEM does extensive cold temperature and high temperature testing with the stock airbox to prevent engine damage in extreme conditions (the PCM advances spark at colder temperatures).
Real world test results can be easily skewed to convey a point or to sell a product. The engine needs a finite quantity of air for a given configuration. Using an air intake or exhaust designed for significantly more flow will not cause you to gain significantly more power.
I noticed that based on the stock MAF's air transfer function, Ford essentially chose the stock airbox for the stock engine because they seemed to be sized proportionally for the engine's hp/fuel requirements. The V6's air transfer function is different and is sized more appropriately for a smaller engine.
It also depends on how high the IAT is because the PCM pulls ignition timing only above a certain temperature, and even then it is multiplied by a value in a table as part of the final spark calculation. The stock 07 GT calibration calls for pulling ignition timing above 100F IAT, but the actual value is just part of the final spark calculation. It is not directly added/subtracted from this final spark. Unless you plan to drag race in Death Valley at 120F ambient, it won't be a significant problem. The OEM does extensive cold temperature and high temperature testing with the stock airbox to prevent engine damage in extreme conditions (the PCM advances spark at colder temperatures).
Real world test results can be easily skewed to convey a point or to sell a product. The engine needs a finite quantity of air for a given configuration. Using an air intake or exhaust designed for significantly more flow will not cause you to gain significantly more power.
I noticed that based on the stock MAF's air transfer function, Ford essentially chose the stock airbox for the stock engine because they seemed to be sized proportionally for the engine's hp/fuel requirements. The V6's air transfer function is different and is sized more appropriately for a smaller engine.
1/1/08, 11:48 AM
#44
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1/1/08, 06:52 PM
#45
THE RED FLASH ------ Master-Moderator
Being that Steeda designs the FRPP CAI. I'm curious if they also design the Bullitt, and the new V-6 intake for Ford Racing..
But then again, the more I look at the Bullitt airbox. It seems to look as though Airaid may have designed it as well. As Airaid's airbox, has a similar wrap around appearance, and also uses a similar S-curved intake inlet..
But then again, the more I look at the Bullitt airbox. It seems to look as though Airaid may have designed it as well. As Airaid's airbox, has a similar wrap around appearance, and also uses a similar S-curved intake inlet..
1/1/08, 07:40 PM
#46
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Being that Steeda designs the FRPP CAI. I'm curious if they also design the Bullitt, and the new V-6 intake for Ford Racing..
But then again, the more I look at the Bullitt airbox. It seems to look as though Airaid may have designed it as well. As Airaid's airbox, has a similar wrap around appearance, and also uses a similar S-curved intake inlet..
But then again, the more I look at the Bullitt airbox. It seems to look as though Airaid may have designed it as well. As Airaid's airbox, has a similar wrap around appearance, and also uses a similar S-curved intake inlet..
1/2/08, 04:40 PM
#47
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Roush Designed the BULLITT CAI as far as I know.
KC
KC
1/2/08, 07:25 PM
#48
THE RED FLASH ------ Master-Moderator
1/2/08, 07:31 PM
#49
THE RED FLASH ------ Master-Moderator
1/3/08, 07:22 AM
#50
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It looks to me that the new Bullitt CAI intake has some fit issues.... note photo from Bullitt #95 for sale on ebay!..... crunched air filter....and the seal that goes across the CAI intake tube on the shroud loose and not attached on one end!....
1/3/08, 03:49 PM
#51
Team Mustang Source
I don't think the crumpled filter is a problem with fitment. Somebody probably pushed on it a little hard when they were checking out the car. Those pleats are fairly easy to bend, but it will not cause any problems with performance of the filter.
1/4/08, 07:40 AM
#52
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1/4/08, 03:47 PM
#53
Legacy TMS Member
Speaking of the Bullitt, has anybody confirmed a hardware change beyond the damper and the CAI? Is the adaptive ignition and overall Bullitt tune merely updated code in the ECM?
1/4/08, 08:05 PM
#54
1/4/08, 09:34 PM
#55
THE RED FLASH ------ Master-Moderator
Probably from Ford racing. In the meantime, I believe KC had mentioned that he has them as well.
1/5/08, 08:35 PM
#57
Team Mustang Source
We've tried to tell him that the real world is much different but, he won't listen.
1/8/08, 07:31 PM
#58
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1/9/08, 12:30 PM
#59
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5.0 Mustang mag, March '08 issue also states the Bullitt shifter is a running hardware change for all manual tranny 2008 Mustangs. Others report this is not a Hurst/FRPP shifter, it is a new OEM shifter. Kevin do you have any catalog pics of this shifter - Reply in the Bullitt shifter thread!
