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Old 03-30-2009, 03:06 PM   #1
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ocatne? and exhaust?

Got a 2009 4.0 its got just over 400 miles on it what do you believe the best octane I should be running through her at this stage of the game? Also I was messing around on you tube this weekend and seen this dual exhaust set-up



What do you think I thought it sounded rather good but what do you guys think, I would like to stay away from that ricey sound I hate that, its a mustang for gods sake...
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Old 03-30-2009, 03:15 PM   #2
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Re: ocatne? and exhaust?

Do you have the stock tune installed? If so, then 87 is the correct octane to be running...any more is just tossing money out the window.
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Old 03-30-2009, 03:25 PM   #3
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Re: ocatne? and exhaust?



I also found this one as well what do you guys think obviously a tune would be in order after the installation but overall sound quality and overall price you guys feel a system like this would cost
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Old 03-31-2009, 07:28 AM   #4
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Re: ocatne? and exhaust?

Rob is correct !!! High octane will do nothing for performance A common misconception is that power output or fuel mileage can be improved by burning higher octane fuel than a particular engine was designed for. The power output of an engine depends in part on the energy density of its fuel, but similar fuels with different octane ratings have similar density. Since switching to a higher octane fuel does not add any more hydrocarbon content or oxygen, the engine cannot produce more power.
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Old 03-31-2009, 10:25 AM   #5
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Re: ocatne? and exhaust?

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Rob is correct !!! High octane will do nothing for performance A common misconception is that power output or fuel mileage can be improved by burning higher octane fuel than a particular engine was designed for. The power output of an engine depends in part on the energy density of its fuel, but similar fuels with different octane ratings have similar density. Since switching to a higher octane fuel does not add any more hydrocarbon content or oxygen, the engine cannot produce more power.

Never knew that. So adding a tank of 100 octane or so at the track helps 0? or is the fuel a different composition
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Old 03-31-2009, 10:38 AM   #6
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Re: ocatne? and exhaust?

If you take a stock tune, or even a 93 octane tune, and add 100 octane to the tank, it will do zero good.

The only way to get a benefit from higher octane fuel is to adjust your tune for it. You run the higher octane so you can run more timing. Hence the reason people have street tunes and track tunes...track = more timing. For example, my street tune for the KB is running 18* of timing. My track tune for 96 octane is running 21* of timing.

So the answer to your question is, yes, adding 100 octane to your tank will net you 0 gain.
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Old 03-31-2009, 11:24 AM   #7
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Re: ocatne? and exhaust?

Well I'll make sure to have both.
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Old 03-31-2009, 03:40 PM   #8
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Re: ocatne? and exhaust?

Thanks guys, and reply on the exhaust??? As well if I play to get a pda tuner and say i get a few bolt on mods etc and put a 91 octane tune on it this would be the time to upgrade the gas correct cause it will actually have an impact.
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Old 03-31-2009, 04:18 PM   #9
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Re: ocatne? and exhaust?

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Originally Posted by BigTicket03 View Post


I also found this one as well what do you guys think obviously a tune would be in order after the installation but overall sound quality and overall price you guys feel a system like this would cost
Here's the deal with dual exhaust:

after replacing the factory bumper and having the work done and getting all the parts you will be out about $1200 or so. If you try and go cheap by cutting a hole in the other side of the stock bumper, the bumper itself might sag on that side after a while. I know TWO people that had that problem (due to warm climate) the hole on the right side actually has reinforcement built in to stop it from sagging.

replacing the factory muffler with a single flowmaster will sound just as loud and give you the best performance, if you have dual flowmaster's you're actually starting to lose back pressure and you will have a couple extra HP at the expense of low end torque, so your launches might actually be slower (unless of course you have forced induction and a CAI isn't enough to balance the equation)

Duals on a v6 only makes those damn imports THINK that they just beat a GT. I prefer keeping it single because when you do smoke someone, it makes it just that much more embarassing that they got raped by the "slow" mustang (which we all know is still fast as hell)

1200 bucks can get you pretty damn far if you spend less than 200 on an american thunder axleback + installation. The rest can go to 3.73s and a trac lock. That should get you to 60 in about 6.2 and hit the 1/4 in 14.5-14.7
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Old 03-31-2009, 04:21 PM   #10
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Re: ocatne? and exhaust?

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Originally Posted by BigTicket03 View Post
Thanks guys, and reply on the exhaust??? As well if I play to get a pda tuner and say i get a few bolt on mods etc and put a 91 octane tune on it this would be the time to upgrade the gas correct cause it will actually have an impact.
If you're getting a tuner, tune to 93 (91 in california ) and flush the tank down to the low light a few times and fill it just 1/4 up with 91 BEFORE you install the thing so there's no 87 at all left in the thing when you install the tune. And yes, you will then notice it's more responsive and if you have exhaust already it will be a tad more aggressive.
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Old 04-01-2009, 11:01 AM   #11
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Re: ocatne? and exhaust?

True and not true at the same time... many cars have been put on the dyno and made more power with more octane. It's a matter of the surrounding conditions. For example.. Your tune demands 23 degrees of timing, on 93 octane it may not use all of it because of the a/f ratio. Slap some 110 in there and more than likely the ecm will not pull timing to adjust for a/f. This is what I have seen from personal experience, not sure if I'm 100% correct though.
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Old 04-01-2009, 12:16 PM   #12
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Re: ocatne? and exhaust?

Quote:
Originally Posted by stangaroo View Post
Here's the deal with dual exhaust:

after replacing the factory bumper and having the work done and getting all the parts you will be out about $1200 or so. If you try and go cheap by cutting a hole in the other side of the stock bumper, the bumper itself might sag on that side after a while. I know TWO people that had that problem (due to warm climate) the hole on the right side actually has reinforcement built in to stop it from sagging.

replacing the factory muffler with a single flowmaster will sound just as loud and give you the best performance, if you have dual flowmaster's you're actually starting to lose back pressure and you will have a couple extra HP at the expense of low end torque, so your launches might actually be slower (unless of course you have forced induction and a CAI isn't enough to balance the equation)

Duals on a v6 only makes those damn imports THINK that they just beat a GT. I prefer keeping it single because when you do smoke someone, it makes it just that much more embarassing that they got raped by the "slow" mustang (which we all know is still fast as hell)

1200 bucks can get you pretty damn far if you spend less than 200 on an american thunder axleback + installation. The rest can go to 3.73s and a trac lock. That should get you to 60 in about 6.2 and hit the 1/4 in 14.5-14.7
The reason that dual exhausts...or overly large (like 2.5 inch and larger) single exhausts reduce low to mid range torque is they allow the exhaust gasses to expand (which cools them) and to lose velocity. The cooled air is denser/heavier...and the exhaust pulses more or less are merged together further losing their velocity and scavenging action. The net result is the larger exhaust pipes become essentially long tanks of semi-stagnant gas which has to be pushed out by the incoming exhaust...it's no longer self-scavenging. Or, in other words, a larger or dual exhaust has higher effective backpressure than a smaller, single exhaust at mid-range RPM . Yes, the larger/dual pipes have less wall friction on the gasses than the smaller single pipes but this effect is nullified by the loss of energy/velocity in the larger or dual pipes. It's very important to note this situation applies to the mid-RPM ranges...at very high RPM (like near redline), there's enough energy, volume, and velocity in the exhaust gasses to maintain scavenging all the way to the end of the pipes (even duals) and the lower wall friction of the larger pipes does come into play.
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