Ram air thing
Bear Eats King...
Bear ****s Bone
Bear ****s Bone
Joined: September 5, 2011
Posts: 5,473
Likes: 2
From: Cleburne, Tx
Originally Posted by ski
If done right, the car will most likely ingest water during inclement weather. Not a good thing for an engine.
Bullitt Member
Joined: June 24, 2005
Posts: 311
Likes: 0
We both went WOT after the 3rd beep with neither one spinning. I then slowly crept ahead a little in 2nd, and the rest in 3rd for the win. And our tanks were both approx. half full.
Bear Eats King...
Bear ****s Bone
Bear ****s Bone
Joined: September 5, 2011
Posts: 5,473
Likes: 2
From: Cleburne, Tx
Originally Posted by ski
He was shorter than me, and appeared approx. 50# lighter when we stopped to talk.
We both went WOT after the 3rd beep with neither one spinning. I then slowly crept ahead a little in 2nd, and the rest in 3rd for the win. And our tanks were both approx. half full.
We both went WOT after the 3rd beep with neither one spinning. I then slowly crept ahead a little in 2nd, and the rest in 3rd for the win. And our tanks were both approx. half full.
like I said. To many variables. If you want to prove something you need to have a controlled test.
Cobra R Member
Joined: December 11, 2011
Posts: 1,839
Likes: 0
From: Mass
Wow signed off for a little while and man it got a little hot. IMHO there is nothing wrong with a little healthy debate between car guys every now and then. You guys have your views and those on the other side have thiers. I still believe I give good advice and will admit I need to learn more about the mod motors and new stuff and willing to learn. glad to see some could keep it clean 
Bullitt Member
Joined: June 24, 2005
Posts: 311
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However, if you had said 2 identical engines can produce different levels of power fresh out of the factory, then I would have had no retort.
Bear Eats King...
Bear ****s Bone
Bear ****s Bone
Joined: September 5, 2011
Posts: 5,473
Likes: 2
From: Cleburne, Tx
I give up. Obviously I don't know what I am talking about. I've only done tuning and seen results from intakes but shoot that doesn't mean anything. Signing off the thread. I leave it to you cai guru. 
Bullitt Member
Joined: June 24, 2005
Posts: 311
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SUPERCHARGED RED ROCKET ------------------Master-Moderator
Joined: May 11, 2006
Posts: 10,644
Likes: 2,509
From: Carnegie, PA
Gotta respectfully disagree. Not all CAI's are created equal.
The FRPP/Bullitt CAI is designed to suck in cooler outside at all times, even when the car is idling at a standstill. (I believe the same is true for the WMS CAI).
This design feature is obviously important when either waiting at a stoplight, or waiting in line at the dragstrip.
I was once tempted to swap out my current CAI for an FRPP unit, until I figured out a method to completely isolate the heat shield from the hotter underhood air. Before-and-after IAT data logging indicates it works as intended.
I can also feel a small SOTP performance increase with the isolated heat shield after the car has been idling at a standstill for a minute or so with the engine fully warmed up in hot (80 F +/-) ambient temps. This SOTP performance increase was confirmed when I beat another 05 manual S197 GT(also with a CAI/93 tune) by half a car in a 40-100 mph rolling race(both started in 2nd) immediately after we were sitting at a stoplight for at least a minute with fully warmed up engines in 85 F ambient temps. And yeah, he knew how to shift.
The FRPP/Bullitt CAI is designed to suck in cooler outside at all times, even when the car is idling at a standstill. (I believe the same is true for the WMS CAI).
This design feature is obviously important when either waiting at a stoplight, or waiting in line at the dragstrip.
I was once tempted to swap out my current CAI for an FRPP unit, until I figured out a method to completely isolate the heat shield from the hotter underhood air. Before-and-after IAT data logging indicates it works as intended.
I can also feel a small SOTP performance increase with the isolated heat shield after the car has been idling at a standstill for a minute or so with the engine fully warmed up in hot (80 F +/-) ambient temps. This SOTP performance increase was confirmed when I beat another 05 manual S197 GT(also with a CAI/93 tune) by half a car in a 40-100 mph rolling race(both started in 2nd) immediately after we were sitting at a stoplight for at least a minute with fully warmed up engines in 85 F ambient temps. And yeah, he knew how to shift.
SUPERCHARGED RED ROCKET ------------------Master-Moderator
Joined: May 11, 2006
Posts: 10,644
Likes: 2,509
From: Carnegie, PA
Charlie ! I don't know if your aware of this or not, but most of your HP comes from the tune and not from the CAI itself as the tune also improves throttle response and remaps the Air/Fuel and timing parameter curves.. So you can pretty much expect to see up to 8-15 HP gains from just the CAI itself and up to an additional 15 HP gain from the performance tunes..
SUPERCHARGED RED ROCKET ------------------Master-Moderator
Joined: May 11, 2006
Posts: 10,644
Likes: 2,509
From: Carnegie, PA
They do make them. They also make replacement element tubes. But in all honesty, a larger MAF housing is not necessary in 05+ mustangs. The housing is really not restrictive and there's no point in going bigger housing unless throttle body is much bigger that the inlet tube and MAF. CAI and inlet tube with stock MAF is fine for most applications.
Last edited by m05fastbackGT; Jan 20, 2012 at 10:15 PM.
Legacy TMS Member
Joined: May 16, 2004
Posts: 5,205
Likes: 18
From: Bristol, TN
Pretty much, cold-air-intake is a very apt description for any number of these open element air boxes since you cannot ram air at sub sonic speeds and the stock system is designed to operate without restriction (since working against a vaccum creates pumping losses that the engine must overcome which has a direct effect on fuel economy).
Post *****
Joined: December 14, 2007
Posts: 19,953
Likes: 4
From: State of Jefferson Mountains USA
Charlie ! I don't know if your aware of this or not, but most of your HP comes from the tune and not from the CAI itself as the tune also improves throttle response and remaps the Air/Fuel and timing parameter curves.. So you can pretty much expect to see up to 8-15 HP gains from just the CAI itself and up to an additional 15 HP gain from the performance tunes..
1) The main way after market tuners gain HP is by leaning the mixture and bumping the timing, right? Too aggressive = detonation and other problems.
2) We know that Ford's Procal tuner doesn't really add power (from dyno comparison on other threads against other tuners), but it does improve throttle response. Ford is very safe to avoid detonation and provided full warranty with Bullitt's "tune".
3) There had to be a tune that was different from the GT because of a) higher 6500 redline (for the purpose of finishing the qtr in 3rd with the 3.73's), b) unique harmonic balancer, c) 3.73's & 235/50x18's (GT was 3.31 & 17"), d) higher top speed, e) to adjust the VCT for the 6500 redline, f) for the new Adaptive Spark Ignition system, g) for an extra 10'# torque on prem from the ASI, h) and yes, to maintain correct A/F ratios with the FRPP CAI.
4) To adjust the power band for peak with the higher redline (08 GT 4.6L 3V is 300 hp @ 5750 rpm and 320 lb.-ft. @ 4500 rpm).
published excerpts from Ford:
Bullitt packs firepower under the hood. The 4.6-liter, 3-valve V-8 delivers 315 horsepower at 6,000 rpm and 325 pound-feet of torque at 4,250 rpm.
Engine calibration is designed to increase throttle response for a snappier acceleration feel. The redline has been boosted by 250 rpm to 6,500, with top-end speed bumped to 151 miles-per-hour. Gears are selected via a Tremac 5-speed manual transmission, and the shifter is topped with a polished aluminum shift ball designed specifically for the 2008 Bullitt.
The car features the first use of an open-element air filter in a factory-produced, fuel-injected Mustang. Inspired by Ford Racing, the intake is tucked neatly behind the driver side headlamp, mounted in an air box that was tooled up specifically for the Mustang. The hood liner was extensively modified to provide a full seal to the air box, ensuring that the engine is fed a steady diet of cooler air.
“Colder air reduces intake losses,” said Randle. “The new cold-air intake has shown a reduction in rise over ambient temperature from 50 degrees down to 17 degrees Fahrenheit. That equates to more horsepower and more torque in all driving conditions.”
Engine performance is further enhanced through the use of an innovative adaptive spark ignition system, new for the 2008 Mustang.
The system can sense, within a few seconds, what type of fuel is being injected into the motor and adjusts the spark to provide maximum torque at any given speed – and as much as 10 pounds-feet more between 1,000 and 4,000 rpm.
Engine calibration is designed to increase throttle response for a snappier acceleration feel. The redline has been boosted by 250 rpm to 6,500, with top-end speed bumped to 151 miles-per-hour. Gears are selected via a Tremac 5-speed manual transmission, and the shifter is topped with a polished aluminum shift ball designed specifically for the 2008 Bullitt.
The car features the first use of an open-element air filter in a factory-produced, fuel-injected Mustang. Inspired by Ford Racing, the intake is tucked neatly behind the driver side headlamp, mounted in an air box that was tooled up specifically for the Mustang. The hood liner was extensively modified to provide a full seal to the air box, ensuring that the engine is fed a steady diet of cooler air.
“Colder air reduces intake losses,” said Randle. “The new cold-air intake has shown a reduction in rise over ambient temperature from 50 degrees down to 17 degrees Fahrenheit. That equates to more horsepower and more torque in all driving conditions.”
Engine performance is further enhanced through the use of an innovative adaptive spark ignition system, new for the 2008 Mustang.
The system can sense, within a few seconds, what type of fuel is being injected into the motor and adjusts the spark to provide maximum torque at any given speed – and as much as 10 pounds-feet more between 1,000 and 4,000 rpm.
The 08 Bullitt intake, everything you wanted to know and more, Dynotesting...
Hey guys,
Here's my Holiday present to everyone. Our friend Kevin at Clevenger Ford parts here sold me a 08 Bullitt Mustang intake. From there I installed it on two different cars, an 05 and 06 Manual Gt, as well as taking it to C&L Performance to have it flow tested and to compare it to the stock airbox as well as their air intakes too.
First the fitment and installation. Very nice, but I wish I had an 07 to try it on as Ford redesigned the coolant hose routing on the 07 and newer Mustang GT's and I think that was the issue here. Not that it won't fit an 05-06, it will, but its just a tight fit with the two resinator boxes on the bottom of the Bullit air intake tube. I LOVE the airbox, it fits over the front of the cars headlights and seals to the hood completely isolating the airfilter from under hood air temps. The air filter is a non-oiled type as it reseambles that from an airaid system but it has a 4" opening and is around 9" long. The airtube itself if the factory plastic with two huge resinators below it which are there just to help quiet the air flow. The MAF section is right around 81-83mm in diameter, just abit larger then the GT airbox. I've included photo's below so you can review it as well.
Tuning, needed or not? YES! I made the dyno runs like this, on the first car I installed the stock air box and ran it three times and then installed the Bullitt airbox and did the same. With both intakes I had the stock tune installed in the car. Sure enough wtih the stock airbox and tune it went rich down to the high 11's and low 12's like normal. When I installed the Bullitt airbox it went lean, very very lean, in the mid to high 14's. Yes, this intake requires a tune. Any tuner can verify this as well by looking at the stock Bullitt tune, which SCT has in their database, and noting that the MAF adjustments are different for the new Bullitt air box.
Power, how much did It gain? Since I had to tune for the Bullitt intake I did so with the 91/93 octane tune file so I could compare it with a C&L Racer intake tune.
First I stared with the car completely stock with the stock airbox and stock tune and made a surprising 269 rwhp and 285 rwtq, this is actually a little high but for a stock tune it is what it is. Most make 260-265rwhp and 280-285 rwtq.
Next I installed the Bullitt intake and my high octane tune adjustments and set the a/f around 12.7-12.9 and it made 280 rwhp and 305 rwtq at best, it made a few lower Hp numbers but these are the best.
Finally I reinstalled the C&L Racer intake and used the EXACT same tune as far as spark timing and commanded a/f goes and we made 288 rwhp and 308 rwtq.
So as far as dynotesting goes it shows that there is a definite gain over stock using the Bullitt intake but it does REQUIRE a tune because the a/f is very lean without one. Also the gains from the intake aren't as much as a normal C&L intake with tune.
The max number gains are only 11rwhp and 20 rwtq but the gains in the midrange are well over 15rwhp and nearly 30 rwtq at different points on the graph using the Bullitt intake over the stock one.
The gains of the C&L Racer over the Bullitt are right around 8rwhp and 3 rwtq and the Hp gains are mostly above 4000rpm's and there is a gain of around 7 rwtq over 5000rpms using the C&L Racer too.
Flow numbers Lee Bender of C&L Performance was nice enough to flow test the Bullitt intake to compare it with the stock intake flow numbers and of course the C&L Products too. The stock airbox maxed out at just over 551 CFM. The Bullitt was a huge improvement over stock at 823 cfm. The C&L 83mm Street intake with the " No tune Option" insert flows 885 and without the insert 997 cfm. Then the Racer with its 95mm housing flows more then a 1000 CFM.
I was there and helping with the flow testing and all numbers are unbiased and I stand behind them.
So in conclusion, the Bullitt intake will be a nice addition to any 05 and newer Mustang GT. The airbox is the coolest on the market, the airfilter is the un-oiled type for those of you worried about that, truly it means very little but either way. The fitment is a little tight but it does go. Horsepower numbers are right there with alot of other kits on the market like K&N, Airaid, and AEM. I'm sure I may be able to squeeze a bit more out of it too with some more mods on a car.
These tests were performed using the Diablosport Predator and my custom tunes.
Thanks, and happy new year to all!
Hey guys,
Here's my Holiday present to everyone. Our friend Kevin at Clevenger Ford parts here sold me a 08 Bullitt Mustang intake. From there I installed it on two different cars, an 05 and 06 Manual Gt, as well as taking it to C&L Performance to have it flow tested and to compare it to the stock airbox as well as their air intakes too.
First the fitment and installation. Very nice, but I wish I had an 07 to try it on as Ford redesigned the coolant hose routing on the 07 and newer Mustang GT's and I think that was the issue here. Not that it won't fit an 05-06, it will, but its just a tight fit with the two resinator boxes on the bottom of the Bullit air intake tube. I LOVE the airbox, it fits over the front of the cars headlights and seals to the hood completely isolating the airfilter from under hood air temps. The air filter is a non-oiled type as it reseambles that from an airaid system but it has a 4" opening and is around 9" long. The airtube itself if the factory plastic with two huge resinators below it which are there just to help quiet the air flow. The MAF section is right around 81-83mm in diameter, just abit larger then the GT airbox. I've included photo's below so you can review it as well.
Tuning, needed or not? YES! I made the dyno runs like this, on the first car I installed the stock air box and ran it three times and then installed the Bullitt airbox and did the same. With both intakes I had the stock tune installed in the car. Sure enough wtih the stock airbox and tune it went rich down to the high 11's and low 12's like normal. When I installed the Bullitt airbox it went lean, very very lean, in the mid to high 14's. Yes, this intake requires a tune. Any tuner can verify this as well by looking at the stock Bullitt tune, which SCT has in their database, and noting that the MAF adjustments are different for the new Bullitt air box.
Power, how much did It gain? Since I had to tune for the Bullitt intake I did so with the 91/93 octane tune file so I could compare it with a C&L Racer intake tune.
First I stared with the car completely stock with the stock airbox and stock tune and made a surprising 269 rwhp and 285 rwtq, this is actually a little high but for a stock tune it is what it is. Most make 260-265rwhp and 280-285 rwtq.
Next I installed the Bullitt intake and my high octane tune adjustments and set the a/f around 12.7-12.9 and it made 280 rwhp and 305 rwtq at best, it made a few lower Hp numbers but these are the best.
Finally I reinstalled the C&L Racer intake and used the EXACT same tune as far as spark timing and commanded a/f goes and we made 288 rwhp and 308 rwtq.
So as far as dynotesting goes it shows that there is a definite gain over stock using the Bullitt intake but it does REQUIRE a tune because the a/f is very lean without one. Also the gains from the intake aren't as much as a normal C&L intake with tune.
The max number gains are only 11rwhp and 20 rwtq but the gains in the midrange are well over 15rwhp and nearly 30 rwtq at different points on the graph using the Bullitt intake over the stock one.
The gains of the C&L Racer over the Bullitt are right around 8rwhp and 3 rwtq and the Hp gains are mostly above 4000rpm's and there is a gain of around 7 rwtq over 5000rpms using the C&L Racer too.
Flow numbers Lee Bender of C&L Performance was nice enough to flow test the Bullitt intake to compare it with the stock intake flow numbers and of course the C&L Products too. The stock airbox maxed out at just over 551 CFM. The Bullitt was a huge improvement over stock at 823 cfm. The C&L 83mm Street intake with the " No tune Option" insert flows 885 and without the insert 997 cfm. Then the Racer with its 95mm housing flows more then a 1000 CFM.
I was there and helping with the flow testing and all numbers are unbiased and I stand behind them.
So in conclusion, the Bullitt intake will be a nice addition to any 05 and newer Mustang GT. The airbox is the coolest on the market, the airfilter is the un-oiled type for those of you worried about that, truly it means very little but either way. The fitment is a little tight but it does go. Horsepower numbers are right there with alot of other kits on the market like K&N, Airaid, and AEM. I'm sure I may be able to squeeze a bit more out of it too with some more mods on a car.
These tests were performed using the Diablosport Predator and my custom tunes.
Thanks, and happy new year to all!
Last edited by cdynaco; Jan 21, 2012 at 02:48 PM.
A Man Just Needs Some....
Joined: April 9, 2011
Posts: 17,125
Likes: 34
From: Louisiana
Charlie these cars come so detuned from the factory that I believe just a tune will give 15hp easy. Now my expertise is GM an I know how detuned those are. The same engine as the vette but 50hp less? Tuning. I'm sure Ford mustangs are a good bit less than they can produce safely also.
Post *****
Joined: December 14, 2007
Posts: 19,953
Likes: 4
From: State of Jefferson Mountains USA
Charlie these cars come so detuned from the factory that I believe just a tune will give 15hp easy. Now my expertise is GM an I know how detuned those are. The same engine as the vette but 50hp less? Tuning. I'm sure Ford mustangs are a good bit less than they can produce safely also.
The Bullitt tune was to adjust for higher rpm, CAI and other reasons mentioned. Everything else is the same as the GT - cams, heads, intake, etc.
Last edited by cdynaco; Jan 21, 2012 at 02:52 PM.
A Man Just Needs Some....
Joined: April 9, 2011
Posts: 17,125
Likes: 34
From: Louisiana
Originally Posted by cdynaco
I understand. But remember, we're talking about the factory tune on Bullitt's CAI - not after market tuners that add a bunch of hp.
The Bullitt tune was to adjust for higher rpm, CAI and other reasons mentioned. Everything else is the same as the GT - cams, heads, intake, etc.
Post *****
Joined: December 14, 2007
Posts: 19,953
Likes: 4
From: State of Jefferson Mountains USA
with my discussion here I've just been sticking to apples to apples - factory GT tune and factory B tune.