History of My 99 Mustang
Look at the Math behind the Mods- Excel (zipped)
Pump/InjectorAnalysis- ThisExcel file will show you HP capabilities for various combinations of fuel pumps and injectors.
Intercooler Analysis- Excel file will show you how different pulleys affect power. It also shows the efficiency gains from intercoolers.
  MAF vs Torque- This Excel file is actual AutoTap data showing the difference in MAF flowrate with different set-ups; (Blower), (Blr+Power Pipe), (Blr+Power Pipe+10psiPulley) and (Blr+Power Pipe+10psiPulley+Headers+IAT Mod).
ProFlowMAF Tables- This Excel file lists data flow tables for the Pro-M MAF; It includesestimated HP at each flow data point.
Contents:
Background
Suspension
Base Dynamometer Graphs
Finding Lower RPM Torque in the 4.6L
Installed Blower Shots
Saleen Modified EEC V
Cooling for the Hot Texas Summers
Helping the 4.6L to Breath Better
How Inter-Coolers Affect Blower Efficiency
Clearing the Exhaust Path
Estimating the New Power
Updating the MAF
Increasing a Saleen’s (Eaton M90) Blower Boost Pressure
Calculating Fuel Needs
Custom Tune
Summarizing the Results
Background
I remember age 10 and my older brother purchasing a slightly used 1970 BOSS Mustang. Purely stock, it was a cream puff. Over the years, this car made its way through our entire family. My brother drove past an odometer reading of 90K, then handed it down the family tree. At 120K, my brother, dad and I partnered in an engine overhaul. What a beautiful engine, not even a ring at its cylinder tops! By the time mysister got behind the wheel, the car crossed 200K. I think about everything was replaced over the years. Cars in those days seemed to really go downhillat about 100K. It is probably obvious by now that Mustangs are in the family blood.We still have the BOSS. My father drove it when Mustangs really made a big come back in the 90s. Today, it is on the side of our house waiting for someones special touch.
The New Hot-Rod
I have dreamed of restoring that old BOSS, but felt it would be just too much of an uphill task. The 1980s body style was nice, but not enough to get me back in the seat. The 99GT, however, was a different story! This new body style strongly reminded meof the 60s, but seemed to touch upon all the generations. I had tohaveone without even a test drive. A given to a new rod was satisfying mymorning drive coffee habit. I was transformed into a lazy AUTO head. Another must on the list was a new car had to be white/black open top!
To start the search, I jumped on the Web and sent a few emails. Before almost a blink, I had a hotrod ready for pick-up. I was impressed because at this time, December 1999, Dealers were just diving into the web. What a disappointing drive home! This caris beautiful in and out, but was missing two key things: First, I felt Iwasdriving a squish mobile. Second, what in the world happen to all the torque like my old BOSS? Fords modular 4.6 is the latest in technologies,but I want seat-in-the-pants punch!
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Suspension with Style
Instead of complaining, I set out to simply fix what I did not like. So, back I went to the web to catch up on 10 years of automotive innovation. Before even thinking about a torque fix, my taste for suspension had to be satisfied. One can find lots of great sights for Mustang information. Some of the favorites are Mustang World and Corral. I also like Blue Oval News for the latest behind the scene information. Net surfers are more than willing to tell one how to spend ones cash, some good and some bad. Not wanting to empty my pocket, I settled my suspension craving on a few basics: springs, shocks, lower-control arms and offset bushings.
I can not say enough for the stock Ford Mustang springs, bad things, that is. Living in the Texas hill country, my butt slides side-to-side on those 4x4 height springs. After installing a set of Ford Motor Sport (FMS) "R" springs, along with Kokico shocks), the leather seats feel much more comfortable.The FMS springs are 700/780 progressive rate in the front and 200/300 progressive rate in the rear.
Lower-control arms were added during the install too. When one compares the Global West/ FMS lower control arms to stock, one just says "big difference"! Stock lower control arms are pressed steel with rubber bushings. FMS and many other after-market lower control arms have solid pin/bushing and a nice powdercoat finish, black in the FMS case. Finally, offset bushings are needed in the steering rack to help eliminate potential tie-rod binding. They are simple center offset inserts. As thephoto shows, a powder coat white on the stock rims, and a white dash clusterdisplay adds to the spunk.
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Checking the Base Dynamometer Numbers
I wanted a reference point dynorun before moving to any engine modifications. Quick run over to Calvin Automotive provided base rear wheel numbers of 210 HP and 260ft-lbs Torque. I was embarrassed! This seemed about correct however, since the standard gear shift modes are seeing approximately 220 HP. Assuming around 260-horse at-the-crank per Ford means the auto is losing about 20% before getting to the ground.
Automatic dynamometer graphs are not glamorous. Most dynos must be locked into a single gear before they will display any data. As such, the base graph did not start until about 3500 RPM, after shifting from second into third. I did not try a first or second only gear pull.
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Finding Lower RPM Torque in the 4.6L
One can find lots of information about supercharging basics off the web. To learn more, go to one of the Mustang sites. In my case, I had to decide which type: centrifugal or roots? Centrifugal blowers are as efficient as roots, but one does not see the benefit until higher RPMs. Roots blowers, on the hand, can see boost as low as 2000 RPM and boost at lower RPM correlates into more fun in the pants feel!
Finding roots blowers for a 99GT in January 1999 was easy, there were none! One issue besides no fuel return line, is that 99GT head intake dimensions are different from earlier years. Aftermarket kit makers must re-cast the intake. Of the few Mustang roots kits I found, all were based upon Eaton Corporation blower units. The Eaton M90 is used in Saleen cars. At the time I was ready to move, only Saleen was advertising a 99 roots blower. Its also the only one that had a water-to-air cooler to help prevent detonation(see later text on the math behind blowers "Do Coolers Really Help?"
I ordered the Saleen kit in January 99 and took delivery in December 99. A small lead time issue? And that was not until after a lot of wheel greasing efforts on my part. It was worththewait! See the picks below:
See the cooler under the intake. This fits into the V-cavity of the 4.6L. ; The continuos flow waterpump activates when the car is started and is in the right fender well behindthe bumper. The pump does not interfere with a future cold-air intake filter kit.
The Saleen kit is not an install for the novice.   Not wanting to chance it, I delivered the car to Lief Johnson Ford in Austin, Texas. As the largest Saleen dealer,I hoped that they knew what they were doing. With another Saleen factory blown car as their model, the install went pretty smooth, minus a part or two missing from the kit. Saleen worked quickly to get us missing kitparts. Once I got the carback, I installed the positive displacement Boost gauge and Blower Water CoolerTemperature gauge within a twin unit dash pod; The white gauges with Saleen emblem really look good with my white dash gauge cluster. Things seemed tobe running well except for the WOT shift at 4500 RPM. After a little investigation,I found that the new Saleen provided gas pedal cable is just a little tolong.As such, the Throttle Body was not opening completely. After a coupleof adjustments,it was fixed; however, I still shift at 5200 RPM.
Factory install look:
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Saleen Modified EEC V
To try and get a little knowledge as to what Saleen did to the engine computer (EEC-V), I connected an AutoTap ODB-II reader into the interior diagnostic connector and fired up a laptop. From what I could tell, the timing is about 6-degree retard from stock. Before the blower AutoTap based Timing was 19 BTDC, after the blower it produced13 BTDC. With upgraded 30lbs injectors, Saleen also had to compensate for the stock 19lb injector calibrated MAF and fuel curves. Mentioned earlier,the big issue with 99s is the return-less fuel line. At the time of this writing few, if any, Dyno shops have completely figured things out.
One key difference in the Saleen EEC is the Input Air Temperature (IAT) placement and IAT/Timing data tables Saleen relocated the IAT to the bottom of the intake.  As such, the IAT tables in the EEC are modified.  From what I have learned, the Saleen EEC has 15 fuel tables. After selecting the most appropriate for the conditions, it makes changes to the timing and A/F based upon the IAT temperature. As the intake temperature increases, the EEC reduces timing and richens the fuel curve.
One note is that the AutoTap produces a reading of 50psi fuel-pressure using the stock pump. The pressure falls as RPMs climb. I think the pump is running out of capacity, see andread "Calculating Fuel Needs" later.
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Cooling for the Hot Texas Summers
I was not quite ready for the dyno yet. I wanted to work on cooling the beast. I had hoped Saleen changed the fan-on temperature, but they did not. As you can see from the section on"How Intercoolers Affect Blower Efficiency", anything I could do to cool the intakeor the engine is beneficial. Actual measurements show that for 10 degrees in engine temperature reduction, my intake temperature out of the cooler would drop about 3 degrees. All the metal of the new Saleen intake holds heat!
Next, I installed a 180-degree thermostat.  My tests using the AutoTap show that the fans now turns-on around 183-185 degrees just as I hoped.
To help the tranny last a little longer, I installed a transmission cooler. A small 13,000 GRW unit that installed easily. Before installation, the AutoTap read 205-208 Degrees. After the cooler install, temperatures range from 170-180 Degrees!
Finally, the last two things I did were to make the fluids more efficient and opened the blower intake path. This was accomplished by draining 1.5 gallons of fluid from the radiator and replacing with Distilled water and Water Wetter. I did the same for the Blower Reservoir.
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Helping the 4.6L to Breath Better
In my quest to get the coldest and most laminar air possible to the engine, the next add-on was a 70mm Throttle Body. It is very obvious how much larger the FRP 70mm Throttle Body is than a stock unit. A difference is seat-in-the pants pull too!
What a difference a power-pipe made. Below is a graph of air flow rate to RPM. Look at how much additional air the power pipe allows! Based upon the chart in "Estimated the New Power",I would estimate an additional 25 HP at the wheels. More on the bigger crank pulley later.  Go to Look at the Math behind the Mods- Excel (zipped) to get the Excel file with data.
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How Inter-Coolers Affect Blower Efficiency
Below is data to show the effects of having a cooler installed in the car. I found that as the outside air temperature increased, an inter-cooler really helped both to prevent potential detonationand increase efficiency. To test mathematical results, I compared the math to actual data from my AutoTap ODB-2 at WOT. With outside Texas air at 85 Degrees (winter by the way), engine hot, and inter-cooler water temperature 88 Degrees, the AutoTap gave a reading of 151 Degrees. Thisis what I call the scientific method! Note that the Saleen kit re-routes the intake temperaturesens or from behind the MAF to a plug at the bottom of the inter-cooler. Download the editable Excel file from Look at the Math behind the Mods- Excel (zipped)
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Clearing the Exhaust Path
For exhaust modification I installed a Bassini X-pipe and two new 3in resonator tips. The X-pipe and resonating tips make the car quieter than stock at 2k, and with no drone! Above 3.5K, on can really hear and feel how now much the new catalytic converters of the X-pipe open the passageway air.
I also have added a set of FordRacing ceramic headers. This really reduced the engine bay temperature.
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Estimating the New Power
Not ready to go to the Dyno yet, I tried to do a little math as to how much HP and Torque I had added. The way I have estimated is by using the AutoTap and fuel injector tables I found on the Best Products-Pro-M site. Download the file from Look at the Math behind the Mods- Excel (zipped)
Before installing the blower, Icharted the following numbers with the AutoTap:
MAF Flow Rate: 24.5 LB/min
Torque Converter Value from AutoTap: 250 ft-lb at 5000RPM
Now, looking at the table for a19lbinjector calibrated MAF from the Best Products table and comparing tomy real wheel HP dyno run, one can see that they correlate pretty well.
Volts LB/min LBM/hr KG/hr GMS/sec SCFM@STP APROX Wheel HP
3.9 18.7 1120.3 508.3 141.2 254.1 160.9
4.0 19.9 1195.3 542.4 150.7 271.2 171.6
4.1 21.2 1273.9 578.0 160.6 289.0 182.9
4.2 22.6 1356.0 615.2 170.9 307.6 194.7
4.3 24.0 1441.8 654.2 181.7 327.1 207.0
4.4 25.5 1531.3 694.8 193.0 347.4 219.9
4.5 27.1 1624.7 737.2 204.8 368.6 233.3
4.6 28.7 1722.1 781.3 217.0 390.7 247.3
4.7 30.4 1823.5 827.3 229.8 413.7 261.8
4.8 32.2 1929.0 875.2 243.1 437.6 277.0
4.9 34.0 2038.8 925.0 257.0 462.5 292.7
5.0 35.9 2152.9 976.8 271.3 488.4 309.1
5.1 37.9 2271.4 1030.6 286.3 515.3 326.1
5.2 38.9 2331.7 1057.9 293.9 529.0 334.8
5.3 40.5 2429.4 1102.2 306.2 551.1 348.8
5.4 42.1 2527.0 1146.6 318.5 573.3 362.8
5.5 43.7 2624.7 1190.9 330.8 595.4 376.8
These are the numbers after the Blower install with add-ons:
MAF Flow Rate: 42 LB/min
Torque Converter Value from AutoTap: 342 ft-lb at 2800RPM
Yes, I did say 2800RPM.  My data shows over 300 ft-lbs as low as 2200 RPM.
Another way I estimated the new HP was using the data found in section "How Inter-Coolers Affect Blower Efficiency". This data estimated a power increase of approximately 45%. If I take the base dyno number of 210HP, convert to Crank HP by multiplying in an estimated drivetrain loss of 20% equals 252HP. Adding the estimated 45% increase from the blower then dividing back to wheel HP(20% loss) equals a final estimate of 305 HP. Pile onto this number the benefits of a K&;N Filter, Power-pipe,TB and X-pipe and I can believe 350 wheel HP.
Download the data file for each modification to see the new torque values.  Torque is above 300ft-lb throughout theRPM range. Lookat the Math behind the Mods- Excel (zipped)
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Updating the MAF
Another add-on I purchased was an 87mm Pro-M MAF calibrated to 19LB injectors. The Pro-M runs leaner at the upper end, so I was hoping for an extra 10HP. Autotap data comparing the stock MAF shows that at the upper end, 4000RPM, the Pro-M MAF flows leaner.  Before the Pro-M, the stock MAF O2 readings were .92V-.93V.  After the Pro-M install, the O2 readings were .90V at about 5500RPM.  Since the Pro-M unit monkey's with the flow rate per volt output in order to lean the car's fuel curve, I could not compare the two MAF'sflow rates to estimate added power using my tables. From my AutoTap data, the stock and Pro-M MAF flow rates are identical until about 4500. At that point, the Pro-M allows a little more air; to flow per volt output signal to the CPU.
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Increasing a Saleen  (Eaton M90) Blower Boost Pressure
With 8psi of boost, what could I do with 10psi of boost? Back on the web I went to find out if I could get a smaller blower pulley. Answer, the Eaton M90 can not have a smaller pulley in its Mustang configuration. With a little thought, I investigated if Icould get a larger crank pulley. Auto Specialties in Houston came to the rescue.They calculated that if I increased the stock crank pulley from 6 5/8 to7inches, I would get 10psi out of the Eaton. The problem now was I could not offset the crank with a larger Water-Pump or Alternator pulley. It was worth the chance and the question; "What is the net gain of bigger boost, but more accessory drag?" Also required was a smaller idle pulley because one can notfind a larger belt. This was purchased for $25 from a local Forddealer.
The result of MAF flow can be found above in the graph under "Helping the 4.6L to Breath Better". At lower RPMs, the quicker boost increased the flow rate. At the high end, I see that the accessory drag starts to take affect. It was worth the effort anyway, because I get boost much earlier and the car seems much more responsive.
I have since found a company to custom fabricate a smaller blower pulley. I had a 2in pulley made. I then installed a set of ASP underdriver pulleys. Now I get 10psi and the benefit of underdrives(underdrivecrank pulley is 4.95in, blower pulley is 2.0in. This calculates to 2.465 turnsper revolution. The Eaton blower is spec'ed for a upperlimit of 14K.
To deal with the small blower pulley, a custom assessory pulley to help increase surface area was required.  See the picture below:
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Testing for Fuel Starvation
At this point in the modification history, I had learned more off the web. I learned "think about a engine lean condition!" O2 readings will jump all over the place in closed loop mode,but when you go to open loop it should steady out. The main reason is in open loop, the O2s are no longer in the "loop" and fuel pulse is set primarily by the MAF.  In closed loop, however, the 02 sensor measures the changes in voltage from 0 to 250 mV for lean, 250 to 750 mV for Stoich, and 750 to1000 mV for rich, which correspond to the detection of oxygen in the exhaust.This signal tells the EEC the state of the A/F mixture, with the less oxygen being detected the richer the mixture. According to Autometer, the magic number is .450V. Anything above this, the EEC cuts the on-time for the injectors to lean the mixture out. If it drops below .450 V, it reverses the situation and keeps them open longer. The EEC constantly repeats this cycle to attempt to keep the A/F ratio at 14:7 for regular pump gas, or Stoich.
According to the book Ford FuelInjection  Electronic Engine Control by Charles O. Probst, the EEC bydesign "sways"back and forth between rich and lean. Since the O2 sensorsare not laboratory grade sensors, the EEC compensates by attempting to providea good "average"mixture rather than a "dead-on" stoich mixture. Enginesare typically 35%efficient, with most of the energy going into heat production instead of mechanical"power". Therefore most cars run a A/F ratio closer to 12 to 1 or 12.5 to1. A non-blown car can run about .82 to .85 volts which is in the range of 12.5 to 1 A/F. A forced inducted car can be around .9 volts which is approx.12 to 1.  With the new Pro-M MAF, I am  running at about .9V, which is on the safe side. Besides, it allows me a little room to play withTiming advance modifications later on.
None of the above discussion works if your injectors are to small or your fuel pump can not keep up with fuel flow requirements. I wanted to get up to Dallas and have Dallas Mustang tune, but I found from others the stock fuel pump may already be at its limit.Ilooked at the Autotap data and found that the fuel pressure would drop below 29psi at 5000RPM.
Back on the Web I went. What I found were several discussion threads about fuel system needs. One discussed discussed the recommended Vortech instructions on modifying the stock pump to flow25% better. Inside the tank lies your fuel pump. This pump is within a plastic canister, which has the purpose of storing small amounts of gas for the pump as everything sloshes around. The Vortech mod calls to drill a hole in the pump's canister, allowing gas to flow easier up intothe pump. The only drawback of the mode is that one MUST always keepabout 1/8 tank of gas, for below 1/8 tank, the sloshing gas allows air intothe pump.  After the mode my AutoTap fuel pressure readings were better at 5000RPM, 34psi, but they still dropped like a rock from 4500RPM and up.
Not happy with the mod, I went back into the tank and installed a Walboro/Holley Model 340 which flows 225liters per hour. I now see 40psi all the way to readline. 
I took other information gathered and entered into an Excel spreadsheet.  See the section "Calculating Fuel Needs". From this data, one can estimate fuel pump and injector capibility at various HP.
One other note.  This modification showed me how adaptive the firmware is on Ford's 99 EEC.  After the mode, each time I would go from a WOT condition to a normal driving condition, the fuel pressure would shoot up to 90psi. This lasted over 1.5 seconds. What this told me what that the "cycle-time" of the EEC to monitor fuel pressure was longer than the pumps ability to flowfuel. After ten or so runs, the CPU adapted itself to control fuel pressure flow more often.  Now, after a WOT condition the EEC corrects the pump's flow within about .5 second.
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Calculating Fuel Needs
Below are the calculations to estimate the capability of a fuel pump or injectors. From this data and my Autotap reading, I was at the pumps edge. To improve flow, I installed a Holly340(225Liters/Hour) in-tank fuel pump (the stock pump flows 150 Liter/Hours). The result of the upgraded pump is steady pressure all the way to redline.  Download the editable Excel file from Lookat the Math behind the Mods- Excel (zipped)
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Custom Tune
Tuning a Saleen blown 99+ Mustang is no easy trick. This section is good for those who have the M90 blower on a +99 Mustang.
When you go to get a custom dyno tune, they are basically playing with the EEC's program.  A dyno tuner first reads the EEPROM from your EEC. He then modifies portions of the code to override some of its parameters(the edits are stored on a add-onchip). Parameters most often edited include. Fan-on temp, Autoshift points, line pressure during a shift, MAF tables if needed, Fuel Injector tables if needed, A/F tables, and Timing.  The more add-ons to your car, the more likelihood you will need to edit the EEC code.
Finally, many of the 99 EECs, mine was CHH1, must have a jumper installed on the mother board to enable the add-on chip port.
To tune my car, I did a few things:
1) We moved the timing back up 2 degrees. Saleen said it would be a good this and they they are now doing this with new cars.
2) We were able to up the A/F in the mid range RPM and still keep 11.5:1A/F.
3) We set the fan to ON at 185 Degrees.
4) We changed the shift points to 6000RPM for 1-2 and 2-3.
5) Rev limiter increased to 6300RPM
6) We increase the line pressure at shift. Be sure its not across the board. If they do, your tranny is toast.
One more thing, the Pro-MMAFis pegged!!!!  Why did I not see it with the AutoTap?  A buddy of mine pegged his stock MAF at 41.5LB/min with a Vortech kit. Remember that the Vortech kit includes different EEC code.  With the Pro-M on my car, I am seeing 44LB/min So, I assumed the Pro-M had an expended voltage range to 5.5V. The truth is that the EEC from Saleen must have a special look-up table.  When the MAF pegs, it goes to the look-up table to decide the MAF LB/min value. On my car the Pro-M pegged at 5400 and one would think that the WOT A/F would go lean.  It does not go lean at all??
I plan to leave it alone for now, but when I port the blower, I will have the MAF recal'ed to 36Lb injectors and install a set of Ford Racing 36lb injectors. I will also need Dallas Mustang to enter a new MAF table into my chip.
Insert new text to talk about the install of Ford Motor Sport 36lb injectors and matching36lb Pro-m MAF.  Also talk about custom port to the Saleen Blower.  Key points:  The port was great?  Allowed me to enlarge the blower  pulley since the blower is so much more efficient. The new tune from Chris Johnson at DM was great.  The car needed the new MAF.
Final dyno numbers:
402 Ft/Lb Torque at 3400 RPM
348 HP at 5800 RPM
Add about the Nitto tires and Ford Motor Sport anti-sway bars.
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