Tylus

I hope you don't get this too late.

Don't buy the Delete Plates. Your intake has them molded in. The 09-10 cars must buy Delete Plugs instead.

def67

Really? Got a link to some?

Nuke

How does that relate to LOW END power? I'm not saying that delete plates or plugs result in a loss of low end power, just that in the past some have stated so. I, personally, have not crossed delete plates off my list.

Tylus

Google is your friend

http://www.steeda.com/store/ford-mus...d-mustang.html

gman73

I would have thought if I did loose low end power with delete plates, then my 60' and 330' would have suffered. Also I didn't notice any lose of power anywhere in the RPM range during d/d.

Recon111

I will play dumb, what is a steeda delete and why would you want to get rid of steeda.

JIM5.0

I am in the same boat.

Exactly what is charge motion and what is the function of charge motion?
Is it an emissions function?

yourmyboybh1026

There are butter fly valves in your intake manifold and the delete plates (or plugs if you have a 09 or 10) will get rid of those. I forgot exactly why they are there in the first place. I thought it was to keep the bottom end power up. The theory is if you get rid of them, more air can flow.

mcate

Wasn't the "molding into the manifold" started in mid year 2009? Seems to me I heard that somewhere.

JIM5.0

I did some quick internet research, and the charge motion control valves are little blades in the intake that add turbulence for fluid swirl in the air. These are installed for low RPM operation, the swirl helps promote a better fuel-air homogeneous mixture as the fresh fuel-air charge enters the cylinder.
This I can see hurt low end torque, which by definition of the HP formula, also hurts low RPM power as more unburnt fuel from a richer charge is spit out the exhaust to be burnt off by the cats. But a tune will naturally correct for this by adjusting for the new fuel-air ratio by either richening and leaning appropriately, and that is why you would not notice power loss at low RPM bandwidths. Or of course, there is the possibility that the power loss is so damn small that you would not notice it anyway. You would have to pit it on a dyno to actually see the gains and losses.

At high RPM, these little blades are utterly useless. High dollar supercars actually use a technique called variable length intakes, in which longer intake passageways are employed for low RPM bandwidths and the long passageways are shut off by valves and re-routed through much shorter intake passageways in high RPM bandwidths.