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post #1 of 31 (permalink) Old 01-04-2006, 08:38 PM Thread Starter
 
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Red face 3.8 Lx upgardes

hello every1 form way up north, this is my 1st post and i wish y' a H N Y :.
Anyway i have been reading some of the post and i'm interseted in inproviong preformance on the car , so far i have removed the air silencer added aK&N 8.5 M wires and upgraxded the Coil. i have read about a chip and a spacer but not sure what the spacer does.?? Fill me in
also i'm thinking about removing the resonator and replacing the exhaust with a duel system 2- 2.5" all the way back.
? i have is by doning this what would be the advantages I no air flow but what about back pressure .

Any elp would be good.

Cheer
Mark
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post #2 of 31 (permalink) Old 01-04-2006, 09:09 PM
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removed - misinforming

1995 Mustang GT(331stroker, trickflow heads, cam, intake, cobra seats, foose nitrous rims, 410s, etc)-your average slow sn95
2002 Ranger XLT(daily driver)
1994SC to 5.0 conversion(gone)
1990 SC-b&m shifter, SCP exhaust, ported exhaust manifolds, ported and polished heads, cold air intake, mark8 mafs(sold)
1989 Taurass SHO(sold)

Last edited by Thomas; 01-05-2006 at 11:05 PM.
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post #3 of 31 (permalink) Old 01-04-2006, 09:25 PM
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tell that to rodeo joe, at least i think that's who has it, he's in the 13's, high 13's but it's there, and he has a 3.8 lx

EDIT: it's rancherlee, my bad, sorry.

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post #4 of 31 (permalink) Old 01-04-2006, 09:28 PM
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I don't know Rodeo Joe but its hard enough to get an sc into the 13s and keep it somewhat reliable so I can't even think of a 3.8na

1995 Mustang GT(331stroker, trickflow heads, cam, intake, cobra seats, foose nitrous rims, 410s, etc)-your average slow sn95
2002 Ranger XLT(daily driver)
1994SC to 5.0 conversion(gone)
1990 SC-b&m shifter, SCP exhaust, ported exhaust manifolds, ported and polished heads, cold air intake, mark8 mafs(sold)
1989 Taurass SHO(sold)
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post #5 of 31 (permalink) Old 01-04-2006, 09:29 PM
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he's got a vortech blown v6. and it's his dd if i'm not mistaken. don't quote me on that, though.

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post #6 of 31 (permalink) Old 01-04-2006, 09:36 PM
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Quote:
Originally Posted by x182dan
I don't know Rodeo Joe but its hard enough to get an sc into the 13s and keep it somewhat reliable so I can't even think of a 3.8na
I suggest you look around v6power.net for a little bit. It is entirely possible to get reliable performance out of a 3.8

I've learned a good deal just trolling through the tech there.

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post #7 of 31 (permalink) Old 01-04-2006, 09:39 PM
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yup, i still haven't abandoned my plans for doing a turbo in one of my v6's yet, maybe it'll happen eventually, mmmm, turbo'd splitport sounds really good...

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post #8 of 31 (permalink) Old 01-05-2006, 01:27 PM
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Quote:
Originally Posted by x182dan
I don't know Rodeo Joe but its hard enough to get an sc into the 13s and keep it somewhat reliable so I can't even think of a 3.8na
20,000+ miles with the vortech so far and anyone that knows me KNOWS I don't baby it few mustang guys in the 11's with there stock shortblocks also........
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post #9 of 31 (permalink) Old 01-05-2006, 03:45 PM
 
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Originally Posted by x182dan
3.8lx? ya umm DON"T mod it no matter what you do that car is gonna be as slow as dog sh!t. Your gonna have to do a motor swap if you want that car to be quick


Do you self a favor and actually know what youre talking about before you say somthing.

There are TONS of 3.8,3,9 and 4.2's that are fast, and reliable. Ask tom Y and Matthew N. if their v6's are "slow as dog sh!t". Its actually relatively cheap to build a fast v6, with the benefits of a lighter car(v6's are lighter than the 4.6/5.0 iron blocks) its been proven that the later year 3.8's are a pretty stout engine and can take some abuse.
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post #10 of 31 (permalink) Old 01-05-2006, 04:57 PM
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id suggest a split port swap first, also get some headers and an exhaust, and countless other little things, u can get 350 hp n/a. id suggest checking out www.v6power.net also if u want to price some stuff visit www.rpm-mustangs.com they have the split port swap there for about 950 also they have the sct chip, dont get discouraged if ignorant ppl tell u a 3.8 cant be fast, they can, ppl that tell u to just swap engines r often misinformed, ignorant, or just plain stupid
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post #11 of 31 (permalink) Old 01-05-2006, 06:15 PM
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Quote:
Originally Posted by Ainline41
id suggest a split port swap first, also get some headers and an exhaust, and countless other little things, u can get 350 hp n/a. id suggest checking out www.v6power.net also if u want to price some stuff visit www.rpm-mustangs.com they have the split port swap there for about 950 also they have the sct chip, dont get discouraged if ignorant ppl tell u a 3.8 cant be fast, they can, ppl that tell u to just swap engines r often misinformed, ignorant, or just plain stupid
thank you.

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post #12 of 31 (permalink) Old 01-05-2006, 07:04 PM Thread Starter
 
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Red face upgareds

Hi All
Im watching the J hockey game it's awsume 2-0 4 canada,

Anyway after reading some more i think i'll first get a true duel exhaust 2" from the cats back $400.00 and remove the resonator then i have a Shift kit and a cooler installed.
As for motor upgrades thats done the road down

THis is what i have done so far:
20%tint 5 windows, removed silencer, added K&N filter, 8.5 Aurora Wires, Msd ignition
JVC head unit 4 PX 5x7, 2 CW10 subs @ approx 1000 w

Any suggestion OK

Cheers
Mark
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post #13 of 31 (permalink) Old 01-05-2006, 07:25 PM
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You may want to listen to some exhaust sound clips (see the exhaust forum) of 3.8's before you decide to remove the resonator. Without a mid mounted muffler/resonator, 3.8's tend to sound rather ricey.

As mentioned above, the splitport swap is an excellent step forward in terms of 3.8L performance. The splitport swap, along with other minor mods, has my 94 LX running at least as strong as relatively stock 4.6L MN12's. There is quite a bit of info about the swap on this site.

As far as shift kits go, I highly recommend you read the "Ford Transmissions 101" tech article in the tech articles section of the site. You'll find that the J-mod is the recommended "shift kit" for your 4R70W.

-Rod

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post #14 of 31 (permalink) Old 01-05-2006, 11:05 PM
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Like others have said, go to v6power.net They have a LOT of helpful tech and very knowledgable v6 people over there. The v6 can have some serious power, the 11 second twin turbo mustang with 450rwhp like rancher mentioned, also, the low 10 second turbo justang with nearly 600rwhp which is DAILY DRIVEN by the owner.

If you want to make the car faster, I would concentrate on engine modifications before doing the exhaust. The stock v6 already doesnt have much backpressure on the stock exhaust, I would suggest getting some ported upper and lower intakes, underdrive pulleys, a performance chip, larger throttle body, and if you really want to make it faster, get ported heads and a performance camshaft.

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post #15 of 31 (permalink) Old 01-05-2006, 11:17 PM
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we are talkign heavy tbirds hear not lighter mustang all I am saying is that it is gonna be very hard to make it FAST na sure with blower,turbo,nitrous it can be fast but lets look around in general how many so called fast tbirds are there? not many if you ask me weight is a big factor.

1995 Mustang GT(331stroker, trickflow heads, cam, intake, cobra seats, foose nitrous rims, 410s, etc)-your average slow sn95
2002 Ranger XLT(daily driver)
1994SC to 5.0 conversion(gone)
1990 SC-b&m shifter, SCP exhaust, ported exhaust manifolds, ported and polished heads, cold air intake, mark8 mafs(sold)
1989 Taurass SHO(sold)
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post #16 of 31 (permalink) Old 01-05-2006, 11:24 PM
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Quote:
Originally Posted by 187bird
There are TONS of 3.8,3,9 and 4.2's that are fast, and reliable. Ask tom Y and Matthew N. if their v6's are "slow as dog sh!t". Its actually relatively cheap to build a fast v6, with the benefits of a lighter car(v6's are lighter than the 4.6/5.0 iron blocks) its been proven that the later year 3.8's are a pretty stout engine and can take some abuse.
not to mention cheaper insurance, btw....

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post #17 of 31 (permalink) Old 01-06-2006, 12:07 AM
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I would suggest reading through this thread to get some perspective on owning a 3.8l...

http://forums.tccoa.com/showthread.php?t=25618
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post #18 of 31 (permalink) Old 01-06-2006, 12:12 AM
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haha, funnay.

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post #19 of 31 (permalink) Old 01-06-2006, 12:13 AM
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Quote:
Originally Posted by chorizon
not to mention cheaper insurance, btw....
my car is a 3.8 on insurance anyways

1995 Mustang GT(331stroker, trickflow heads, cam, intake, cobra seats, foose nitrous rims, 410s, etc)-your average slow sn95
2002 Ranger XLT(daily driver)
1994SC to 5.0 conversion(gone)
1990 SC-b&m shifter, SCP exhaust, ported exhaust manifolds, ported and polished heads, cold air intake, mark8 mafs(sold)
1989 Taurass SHO(sold)
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post #20 of 31 (permalink) Old 01-06-2006, 12:23 AM
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congrats.

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1990 F150 Lariat Xlt 4.9L std cab longbed, E4OD, Work Truck.

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post #21 of 31 (permalink) Old 01-06-2006, 12:41 AM
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Ya, I was LMAOROTF! Some of that **** is friken hilarious!

Quote:
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haha, funnay.
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post #22 of 31 (permalink) Old 01-06-2006, 01:28 AM
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Quote:
Originally Posted by x182dan
we are talkign heavy tbirds hear not lighter mustang all I am saying is that it is gonna be very hard to make it FAST na sure with blower,turbo,nitrous it can be fast but lets look around in general how many so called fast tbirds are there? not many if you ask me weight is a big factor.
Well then make it lighter, I have. I started at 3680lbs. Took out the subs, removed the AC, aluminum driveshaft, aluminum rear differential, aluminum rear lower control arms, aluminum front skinny wheels (for drag use). There are ways to get around it, and even so, wouldnt having a v6 be better for weight savings?

And if you want to talk about weight, there are a few fast f-150 4.2L's out there too. One of them is N/A doing low 14's and 12's on nitrous, another has a t3/t4 turbo setup, etc. Your arguments do not hold up at all.

-Thomas

1988 Notch Mustang: - 438W, direct port n2o, t56
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post #23 of 31 (permalink) Old 01-06-2006, 10:42 AM
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Quote:
Originally Posted by Thomas
Well then make it lighter, I have. I started at 3680lbs. Took out the subs, removed the AC, aluminum driveshaft, aluminum rear differential, aluminum rear lower control arms, aluminum front skinny wheels (for drag use). There are ways to get around it, and even so, wouldnt having a v6 be better for weight savings?

And if you want to talk about weight, there are a few fast f-150 4.2L's out there too. One of them is N/A doing low 14's and 12's on nitrous, another has a t3/t4 turbo setup, etc. Your arguments do not hold up at all.

-Thomas
if you are trying to say 14s are fast then i guess your right but sorry 14s are not fast in my book

1995 Mustang GT(331stroker, trickflow heads, cam, intake, cobra seats, foose nitrous rims, 410s, etc)-your average slow sn95
2002 Ranger XLT(daily driver)
1994SC to 5.0 conversion(gone)
1990 SC-b&m shifter, SCP exhaust, ported exhaust manifolds, ported and polished heads, cold air intake, mark8 mafs(sold)
1989 Taurass SHO(sold)
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post #24 of 31 (permalink) Old 01-06-2006, 10:58 AM
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it's decent with an engine with a stock shortblock, stock intakes, ported heads, and a reground cam. I wasnt calling it amazing. But 12's are achievable N/A, and people keep improving. The v6 aftermarket is still progressing, unlike the 5.0, which has had an aftermarket since the beginning of time. Your aftermarket availability is endless. Our aftermarket companies were all started by enthusiasts, and larger companies are just now starting to make aftermarket parts, such as comp cams billet cams.

So what does your car run?

1988 Notch Mustang: - 438W, direct port n2o, t56
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post #25 of 31 (permalink) Old 01-06-2006, 06:21 PM
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Quote:
Originally Posted by Thomas
So what does your car run?
it doesn't I blew the headgaskets last year with the 3.8sc motor so I am doing a swap and doing everything the right way so it should be on the road come spring hopefully. I realize I could have made the 3.8sc just as fast but I just wanted the rumble of the v-8 and the option down the road of having a 5.0 sc

1995 Mustang GT(331stroker, trickflow heads, cam, intake, cobra seats, foose nitrous rims, 410s, etc)-your average slow sn95
2002 Ranger XLT(daily driver)
1994SC to 5.0 conversion(gone)
1990 SC-b&m shifter, SCP exhaust, ported exhaust manifolds, ported and polished heads, cold air intake, mark8 mafs(sold)
1989 Taurass SHO(sold)
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post #26 of 31 (permalink) Old 01-06-2006, 07:08 PM
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Quote:
Originally Posted by x182dan
it doesn't I blew the headgaskets last year with the 3.8sc motor so I am doing a swap and doing everything the right way so it should be on the road come spring hopefully. I realize I could have made the 3.8sc just as fast but I just wanted the rumble of the v-8 and the option down the road of having a 5.0 sc

well that makes low 14's look pretty impressive then doesnt it? To each teir own, if you want to create an argument then go for it, but at least back it up with truth, and dont base it on loyalty to one motor. That makes you look ignorant.

1988 Notch Mustang: - 438W, direct port n2o, t56
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post #27 of 31 (permalink) Old 01-06-2006, 11:48 PM Thread Starter
 
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Unhappy Hello again

I've been reading that V6 site and i'm tring to pfigure out what you mean by split port Can some 1 explain what it is and how much would it cost and time involved. TX

Also where would i get a chip for a 93 V6 Tb, cost and install.

has anyone upgarded there suspension lowered or had poly parts installed, i read from MN12 site they look like good prices.

i would like to drop it 1.5 and do the poly parts but i wonder if i would notice a difference in driving and if so what part would you suggest first as i can only do a little at a time.

right now it's going to cost 400.00 for the duel exhaust , about 400.00 for the shift kit and cooler,
200.00 plus the cost of the lowering kits.

2000.00 plus for rubber and 1000.00 for the spoiler kit.
500- 200.00 for the paint job.

Then i have to wonder if the car is worth doing all this, because i 'am planning to give this car to my oldest boy when he turns 16 as he deserves it, he was a bone marrow doner and a stem cell donar for his older brother who passed away last month..
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post #28 of 31 (permalink) Old 01-07-2006, 12:26 AM
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well the split port setup involves the the heads and intake off of a 97+ truck 4.2 or the 99+ v6 stang, the split port has two intake tracts one a long intake runner style for increased torque and a shorter style intake runner for high end hp, the truck system actually has butterflies that switch between the two tracts based on rpm, i don't know the specifics about the system, you might wanna check out the sticky for the 4.2 swap at the top of this forum,

you can go to blueovalchips.com for your chip, but you are best off doing all of your engine mods first and then getting a chip to help the puter figure out how to utilize the new go fast goodies. the tb, ask thomas, and do it yourself, it's not to hard to do.

as to suspension, someone will chime in with there .02 soon, i don't have anything more than rebuilt front suspension with the stock springs and kyb front shocks, can't tell you if it made any difference or not because i got the 94 lx this way already.

and if it's worth it, well it depends on if you feel like it is or not, alot of people will prolly say no because it is a v6, but i happen to like how my v6's handle since they are lighter, more nimbler, although it will take more stuff to get it fast, that's a given, but i like the challenge. too bad i haven't had time to do anything really in the mod department than just a few bolt-ons, been way too busy with work, but i'm sure i'll get around to it sometime.

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Pioneer DEH-P6000UB Infinity 2 way 6x8's, and Eclipse 5x7 3 ways, Fultron Tweets, Infinity 1211A, Alpine SWR-1222D Type-R 12.

1999 VW New Beetle SOLD!

1990 F150 Lariat Xlt 4.9L std cab longbed, E4OD, Work Truck.

1994 F150 XL 5.0L 4R70W Current Project.


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post #29 of 31 (permalink) Old 01-07-2006, 12:03 PM
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when it come down to it the MN-12 chassis will only be .3-.4 slower in the 1/4 then a Mustang with the same drive train. I'm hoping to crack high 11's with my new short block and more boost (which with a 2.85 pulley the vortech will be maxed out), then its on to a single turbo setup.
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post #30 of 31 (permalink) Old 01-07-2006, 12:26 PM
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Quote:
Originally Posted by rancherlee
...then its on to a single turbo setup.
hah! knew you'd crack.
-Thomas

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