| I hang at these sites using the screen name of ...... final5-0 |
| My motivation to create this site was mainly due to frustrations from those free hosting sites. Since this is my first effort at building a site, I'll keep it simple. I'm more into GO than SHOW so the content will mainly be technical and you won't see lots of car pics on this site. |
| Grady's Stang Site |
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| Plan "B" |
| After a lot of thinking about what I really wanted from my car those thoughts seemed to fall into three categories. 1 Requirements or "Must Haves" a) Must be able to pass state of Texas annual emissions inspection 2 Expectations or Goals a) All accessories will work...this is a Street Car...not a Race Car b) No nasty "street manners" due to large cam duration c) Broad and flat torque curve that starts early in the rpm range d) Dyno Results of 300 rwhp or better e) 1/4 mile results of mid 12's with slicks 3 Plans a) Find a proven combo that will allow me to meet those goals b) Find a way to tune that combo |
| A Mustang site that was helpful with my research for that proven combo was the 94-95 Tech Section of StangNet.com. I looked at many combos on that site and found something common in several of them that would meet my goals. Those combos were using a custom cam designed by Mr. Ed Curtis who owns Flowtech induction. A very big thank you has to go out to Ed who spent time with me on the phone and in emails helping me with my combo. I must say he delivered everything as promised and then some. Another site that was helpful with my research of things that might be possible if I wanted to self tune the combo was EECTuning.org. I was blown away by seeing those guys were taking combos that were known to freak out the sensitive 94-95 EECIV pcm and making them behave as if they were stock like. They were actually getting inside of the pcm and manipulating its values with an interface unit known as The Tweecer. |
| Research for Plan "B" |
| Plan "B" Combo |
| The following parts make up the combo: Stock Block 5.0 T5 Trans 3.73 Gears AFR stud mount heads with 165 ports & 58 chambers AFR guide plates ARP head bolts Engine Works hardened push rods Scorpion 1.6 ratio roller rockers Fox Body valve covers FTI custom cam - hydraulic roller Roll Master timing chain & indexed billet gear set Edelbrock RPM intake manifold FMS 30lb injectors 255 lph fuel pump Mac long tube headers Mac cat h-pipe Under Drive pulleys Pioneer SFI spec harmonic balancer Fluidyne Aluminum radiator Stewart High Flow water pump Tweecer Self Tuning interface FJO Wide Band Oxygen Sensor Controller NOTE: "Stock oem" Throttle Body, Mass Air Meter, and Catback were still in use with this combo |
| As I was putting the combo together I took a few pics and they can be seen with the motor upgrade pics link below. |
| On the first start up with the new combo the car would hardly idle and it was running so rich it just about forced me out of the garage. I spent several days trying to improve on the tune but I made little progress until I switched from the original GT pcm file to a Cobra pcm file. The details about that and other tuning info can be seen with the tuning stuff link below. |
| After it was all said and done, the combo turned out much better than I had hoped for. Peak dyno numbers of 293rwhp & 322rwtq. Those numbers did fall a little short of my goal but the stock parts did hold the combo back a bit. The torque curve shows 300 plus rwtq from 2750 to 5100 rpm and it is felt big time in 3rd & 4th gear on the street. The results can be seen in the Dyno Chart below. There are no drivability issues of any kind and if it were not for the cam lope, the car behaves like a stocker. I've passed the Texas emissions inspection dyno roller test for the past three years and the tech always tells me it puts out very clean numbers. As for the 1/4 mile track goal, I've not been to the track yet. There are several combos very similar to mine on StangNet.com who do indeed make it deep into the 12 second territory. |
| The Stang was as they say, in box stock condition when I got it. I started with mods that would give the best performance bang for the buck spent. The first mod was 3.73 gears and they made much more of a difference than I expected. It took me a while to remember the cars of my youth had a weight range of 2400 to 2800 pounds and the 95 was at the 3400 to 3600 range. The gears made the heavy 95 seem so light. After the gears I was bitten by the Horse Power Bug for the second time in my life and I told myself a few more mods would be plenty to keep me happy. |
| The 95GT is a weekend toy my kids nick-named .............. "RED" The Stang was a birthday gift from my dear sweet Mother that has been in the family for quite some time now. The wheels are from the previous owner I suspect was a girl due to the bobby pins I found under the seats. I've never really liked the wheels but somehow they always seem to get pushed to the bottom of the upgrade priorties list. I guess you could say I'm re-living my youth through this car. In my younger days you could find me at the quarter mile strip almost every weekend. Stangs and Falcons of the 60's vintage is where I got my start in the hobby. |
| My current Stang, unlike the others in my past, is all about the Street and the Strip part has yet to come. This Stang is pretty clean and currently has about 50K on the clock. A brief description minus mods would be a stock block, T-5 trans, with the Mach 460 sound system. All of the wrench turning is done by me and the tuning of the EECIV pcm is also my handy work. I'll create a page or two about some of that stuff but first I'll give a brief history of how the car got to its current conditon. |
| Those "few more mods" consisted of under drive pulleys, shorty headers, x pipe, and a home made cold air intake pipe. A gain to be sure but certainly not enough to make me happy. I then picked up another set of E7 heads and ported them along with the stock intake manifold. I had some fun porting the heads and intake and that combo did put up final peak numbers of 243 rwhp and 291 rwtq which can be seen in the Ported E7 Combo Dyno Chart link below. I know more performance could have been drawn from that simple combo but I also knew it would not be enough to cure the itch I was feeling big time from that con-founded Horse Power Bug. |
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| I knew I needed to re-evaluate my expectations and make plans for something a bit more serious or in other words, I needed a Plan "B".. |
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| Looks Stock until you.................................. |
| Welcome to my Site! |
| The stock throttle body and maf has been upgraded to the following: ProM 80mm shorty style maf caled for 30lb injectors FMS 65mm Throttle Body The stock maf was being pegged by the additional air flow from the new h/c/i which is not the best kind of thing for performance. The new tb & maf have given a gain that can be felt starting at mid range rpm and gets more noticeable as the rpm's climb to the redline. I've not been to the dyno to get new numbers but I'd guess the gain is about 15 rwhp give or take a few. |
| Updated Info |
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| Dyno Chart |
| Combo |
| Tuning |
| I have had quite a few peeps ask me for help and their questions usually are all about the same. I thought I would share that info to their questions here. I'm not gonna go into lots of detail as it can be found on the various tuner sites and in Clint's EEC Analyzer software program. Most of the peeps I've talked to at length over the phone want to know the basic place to get started with a problem and the finer details can sometimes be different due with each combo. I have started the updates on my tuning page and will add to them as time and the need dictates. Here is the link to the tuning page |