View Poll Results: Which F/I
Powerhouse turbo
4
11.76%
X charger (extreme)
19
55.88%
Vortec
9
26.47%
Procharger
0
0%
Other / nitrous / v8 swap (specify)
2
5.88%
Voters: 34. You may not vote on this poll
Your favorite forced induction for our 4.0's
10-01-2011, 01:25 AM
#31
4th Gear Member
Join Date: Oct 2009
Location: Buffalo, New York
Posts: 1,335
10-01-2011, 01:50 AM
#34
Chop Mod
Join Date: Sep 2010
Location: OK
Posts: 3,333
Okay chief, when V-8 members actually contribute instead of just posting something that sounds negative towards our cars no one gets mad. The usual problem is a lot of V-8 members post with "waste of money just buy a GT". If most of us wanted a GT we would buy a GT, and not post threads like this. Hard to believe but we love our V6s just as much as you love your GT500. Anyway, sorry for thread jack OP
Last edited by Tanner05; 10-01-2011 at 01:58 AM.
10-01-2011, 08:53 AM
#36
6th Gear Member
Join Date: Jul 2008
Location: Acworth, GA
Posts: 12,260
No I'm not in the V8 section actually, check for yourself.
10-01-2011, 10:47 AM
#37
2nd Gear Member
Join Date: Apr 2006
Location: WA
Posts: 276
X-Charger Xtreme
1. Proven reliability:
Like Jimc I have well over 100,000 miles on my X-Charger and changed the oil in the gear box as recommended by Eaton at around 100,000 miles. That's it, and it still runs like new! The other units require much more maintenance than that. So this has to be figured into the overall cost of ownership. The other units may cost less but will require an expensive rebuild or two long before the X-Charger does. Pay me now or pay me later.
2. Unequaled customer support:
Explore Express is a one family show and Dave Vanik, the owner, developed and personally supports each and every X-Charger kit he sells going far above the typical support you will find from a large corporation.
3. Low end torque:
The X-Charge has much more low end torque than the other available kits which is great on the street for that immediate getup and go and is much better for autocross and road courses. Currently the centrifugal kit produce a little more top end power but you aren't talking about a night and day difference. If you are into 1/4 mile drag racing they may have a slight advantage but even that gets debatable depending on which centrifugal kit/trim you are comparing. Jimc see has run 12.6 with his X-Charger in a heavy convertible with an automatic and a pig rich canned tune. To be fair a properly sized and tuned turbo can equal the X-Chager on low end torque but there have also been a lot more blown stock internal engines with turbos than all the other kits combined. Not that there haven't been those like TurboJ than so far have got one to hold together but you are also talking about pretty low mileage as compared to some of the X-Charges out there.
4. Ease of install:
Anybody with a little mechanical ability can self install an X-Charger kit in a day or two saving a lot of money. Some of the other kits aren't' to bad with a turbo being by far the most difficult but the X-Charger has proven to be the easiest to install and has the best line of support from Dave or other X-men.
5. Fun factor:
It is a blast to drive a boosted underdog sixxer that can beat most V8s you will come up against unless they also have boost. In my encounters that has been rare. Keeping that in mind there will always be somebody with a faster car then yours no matter what route you take, so it has to do more with how fast you want to go.
Note:
Now if you have V8 envy, as a lot of V6 owners do, and want that V8 sound and potential for even more power, then you will not be happy with anything you do with you V6 engine and should either do a V8 swap or simply trade for a GT. Even with a swap you would find GT purist that would still be in your face for not having a genuine GT. Just some food for thought if you are easily intimidated by that crowd. Personally I could care less what they think of my build. I get literally tons of compliments on my V6 all the time, especially out at the track where there are plenty of guys that know a lot about cars. Bottom line it is just a car, a Mustang of course, and it is fun to me to build it the way I like it regardless of what others think. Nothing like beating a brand new 5.0 with my supercharged / highly modified sixxer eight times in a row on the autocross track which a recently did against another very good driver.
Just my 2¢
1. Proven reliability:
Like Jimc I have well over 100,000 miles on my X-Charger and changed the oil in the gear box as recommended by Eaton at around 100,000 miles. That's it, and it still runs like new! The other units require much more maintenance than that. So this has to be figured into the overall cost of ownership. The other units may cost less but will require an expensive rebuild or two long before the X-Charger does. Pay me now or pay me later.
2. Unequaled customer support:
Explore Express is a one family show and Dave Vanik, the owner, developed and personally supports each and every X-Charger kit he sells going far above the typical support you will find from a large corporation.
3. Low end torque:
The X-Charge has much more low end torque than the other available kits which is great on the street for that immediate getup and go and is much better for autocross and road courses. Currently the centrifugal kit produce a little more top end power but you aren't talking about a night and day difference. If you are into 1/4 mile drag racing they may have a slight advantage but even that gets debatable depending on which centrifugal kit/trim you are comparing. Jimc see has run 12.6 with his X-Charger in a heavy convertible with an automatic and a pig rich canned tune. To be fair a properly sized and tuned turbo can equal the X-Chager on low end torque but there have also been a lot more blown stock internal engines with turbos than all the other kits combined. Not that there haven't been those like TurboJ than so far have got one to hold together but you are also talking about pretty low mileage as compared to some of the X-Charges out there.
4. Ease of install:
Anybody with a little mechanical ability can self install an X-Charger kit in a day or two saving a lot of money. Some of the other kits aren't' to bad with a turbo being by far the most difficult but the X-Charger has proven to be the easiest to install and has the best line of support from Dave or other X-men.
5. Fun factor:
It is a blast to drive a boosted underdog sixxer that can beat most V8s you will come up against unless they also have boost. In my encounters that has been rare. Keeping that in mind there will always be somebody with a faster car then yours no matter what route you take, so it has to do more with how fast you want to go.
Note:
Now if you have V8 envy, as a lot of V6 owners do, and want that V8 sound and potential for even more power, then you will not be happy with anything you do with you V6 engine and should either do a V8 swap or simply trade for a GT. Even with a swap you would find GT purist that would still be in your face for not having a genuine GT. Just some food for thought if you are easily intimidated by that crowd. Personally I could care less what they think of my build. I get literally tons of compliments on my V6 all the time, especially out at the track where there are plenty of guys that know a lot about cars. Bottom line it is just a car, a Mustang of course, and it is fun to me to build it the way I like it regardless of what others think. Nothing like beating a brand new 5.0 with my supercharged / highly modified sixxer eight times in a row on the autocross track which a recently did against another very good driver.
Just my 2¢
10-01-2011, 01:38 PM
#38
6th Gear Member
Join Date: Jul 2008
Location: Acworth, GA
Posts: 12,260
X-Charger Xtreme
1. Proven reliability:
Like Jimc I have well over 100,000 miles on my X-Charger and changed the oil in the gear box as recommended by Eaton at around 100,000 miles. That's it, and it still runs like new! The other units require much more maintenance than that. So this has to be figured into the overall cost of ownership. The other units may cost less but will require an expensive rebuild or two long before the X-Charger does. Pay me now or pay me later.
2. Unequaled customer support:
Explore Express is a one family show and Dave Vanik, the owner, developed and personally supports each and every X-Charger kit he sells going far above the typical support you will find from a large corporation.
3. Low end torque:
The X-Charge has much more low end torque than the other available kits which is great on the street for that immediate getup and go and is much better for autocross and road courses. Currently the centrifugal kit produce a little more top end power but you aren't talking about a night and day difference. If you are into 1/4 mile drag racing they may have a slight advantage but even that gets debatable depending on which centrifugal kit/trim you are comparing. Jimc see has run 12.6 with his X-Charger in a heavy convertible with an automatic and a pig rich canned tune. To be fair a properly sized and tuned turbo can equal the X-Chager on low end torque but there have also been a lot more blown stock internal engines with turbos than all the other kits combined. Not that there haven't been those like TurboJ than so far have got one to hold together but you are also talking about pretty low mileage as compared to some of the X-Charges out there.
4. Ease of install:
Anybody with a little mechanical ability can self install an X-Charger kit in a day or two saving a lot of money. Some of the other kits aren't' to bad with a turbo being by far the most difficult but the X-Charger has proven to be the easiest to install and has the best line of support from Dave or other X-men.
5. Fun factor:
It is a blast to drive a boosted underdog sixxer that can beat most V8s you will come up against unless they also have boost. In my encounters that has been rare. Keeping that in mind there will always be somebody with a faster car then yours no matter what route you take, so it has to do more with how fast you want to go.
Note:
Now if you have V8 envy, as a lot of V6 owners do, and want that V8 sound and potential for even more power, then you will not be happy with anything you do with you V6 engine and should either do a V8 swap or simply trade for a GT. Even with a swap you would find GT purist that would still be in your face for not having a genuine GT. Just some food for thought if you are easily intimidated by that crowd. Personally I could care less what they think of my build. I get literally tons of compliments on my V6 all the time, especially out at the track where there are plenty of guys that know a lot about cars. Bottom line it is just a car, a Mustang of course, and it is fun to me to build it the way I like it regardless of what others think. Nothing like beating a brand new 5.0 with my supercharged / highly modified sixxer eight times in a row on the autocross track which a recently did against another very good driver.
Just my 2¢
1. Proven reliability:
Like Jimc I have well over 100,000 miles on my X-Charger and changed the oil in the gear box as recommended by Eaton at around 100,000 miles. That's it, and it still runs like new! The other units require much more maintenance than that. So this has to be figured into the overall cost of ownership. The other units may cost less but will require an expensive rebuild or two long before the X-Charger does. Pay me now or pay me later.
2. Unequaled customer support:
Explore Express is a one family show and Dave Vanik, the owner, developed and personally supports each and every X-Charger kit he sells going far above the typical support you will find from a large corporation.
3. Low end torque:
The X-Charge has much more low end torque than the other available kits which is great on the street for that immediate getup and go and is much better for autocross and road courses. Currently the centrifugal kit produce a little more top end power but you aren't talking about a night and day difference. If you are into 1/4 mile drag racing they may have a slight advantage but even that gets debatable depending on which centrifugal kit/trim you are comparing. Jimc see has run 12.6 with his X-Charger in a heavy convertible with an automatic and a pig rich canned tune. To be fair a properly sized and tuned turbo can equal the X-Chager on low end torque but there have also been a lot more blown stock internal engines with turbos than all the other kits combined. Not that there haven't been those like TurboJ than so far have got one to hold together but you are also talking about pretty low mileage as compared to some of the X-Charges out there.
4. Ease of install:
Anybody with a little mechanical ability can self install an X-Charger kit in a day or two saving a lot of money. Some of the other kits aren't' to bad with a turbo being by far the most difficult but the X-Charger has proven to be the easiest to install and has the best line of support from Dave or other X-men.
5. Fun factor:
It is a blast to drive a boosted underdog sixxer that can beat most V8s you will come up against unless they also have boost. In my encounters that has been rare. Keeping that in mind there will always be somebody with a faster car then yours no matter what route you take, so it has to do more with how fast you want to go.
Note:
Now if you have V8 envy, as a lot of V6 owners do, and want that V8 sound and potential for even more power, then you will not be happy with anything you do with you V6 engine and should either do a V8 swap or simply trade for a GT. Even with a swap you would find GT purist that would still be in your face for not having a genuine GT. Just some food for thought if you are easily intimidated by that crowd. Personally I could care less what they think of my build. I get literally tons of compliments on my V6 all the time, especially out at the track where there are plenty of guys that know a lot about cars. Bottom line it is just a car, a Mustang of course, and it is fun to me to build it the way I like it regardless of what others think. Nothing like beating a brand new 5.0 with my supercharged / highly modified sixxer eight times in a row on the autocross track which a recently did against another very good driver.
Just my 2¢
10-01-2011, 05:01 PM
#39
3rd Gear Member
Join Date: May 2011
Location: California, Colorado
Posts: 695
^^ THAT is why I want an X!
Although in fairness, as a college kid, ill prolly just snap up whatever I can find thats a good deal. Someone on the collective is asking 3k for an X hi po kit... seems a bit steep to me esp after hearing what Jim paid for his
Side note in favor of the V6 coupe over the V8, the V6 is 130 lbs lighter than the 2009 v8 coupe and 260 lbs lighter than the v8 vert, and you can make that difference bigger with an aluminum driveshaft a rear seat delete and some lightweight brace replacements from steeda. bottom line is with some suspension mods (I plan on Koni yellows, Steeda comps or sports, Strano sway bars and endlinks, and LCAs idk which brand yet, GT500 strut mounts, strano panhard bar) you will be able to outhandle almost any 2005-2009 gt out there because you have the weight advantage.
Although in fairness, as a college kid, ill prolly just snap up whatever I can find thats a good deal. Someone on the collective is asking 3k for an X hi po kit... seems a bit steep to me esp after hearing what Jim paid for his
Side note in favor of the V6 coupe over the V8, the V6 is 130 lbs lighter than the 2009 v8 coupe and 260 lbs lighter than the v8 vert, and you can make that difference bigger with an aluminum driveshaft a rear seat delete and some lightweight brace replacements from steeda. bottom line is with some suspension mods (I plan on Koni yellows, Steeda comps or sports, Strano sway bars and endlinks, and LCAs idk which brand yet, GT500 strut mounts, strano panhard bar) you will be able to outhandle almost any 2005-2009 gt out there because you have the weight advantage.
10-01-2011, 05:40 PM
#40
2nd Gear Member
Join Date: Jan 2011
Location: TX
Posts: 413
Side note in favor of the V6 coupe over the V8, the V6 is 130 lbs lighter than the 2009 v8 coupe and 260 lbs lighter than the v8 vert, and you can make that difference bigger with an aluminum driveshaft a rear seat delete and some lightweight brace replacements from steeda. bottom line is with some suspension mods (I plan on Koni yellows, Steeda comps or sports, Strano sway bars and endlinks, and LCAs idk which brand yet, GT500 strut mounts, strano panhard bar) you will be able to outhandle almost any 2005-2009 gt out there because you have the weight advantage.