Wow, it's making some serious power. Congratulations. And that 1208hp is on a Mustang Dyno! It's been a long road to resurrection for you, but you're just about finished and it's one heck of a build.
Yes it was very good to be able to drive it. I didn't really get on it hard during the test drive with Ryan, I was having to stretch my left leg out to get the clutch down and wasn't get full disengagement even at that, enough to shift but not smoothly. It was extremely quick to get to 80mph without realizing it until Ryan said how quick the car got to that speed while he data logged the ride.Awesome numbers, I'm it feels good to have the car back together and driving
Thank youWow, it's making some serious power. Congratulations. And that 1208hp is on a Mustang Dyno! It's been a long road to resurrection for you, but you're just about finished and it's one heck of a build.
Hell yeah, post up some current pictures of her.Yes it was very good to be able to drive it. I didn't really get on it hard during the test drive with Ryan, I was having to stretch my left leg out to get the clutch down and wasn't get full disengagement even at that, enough to shift but not smoothly. It was extremely quick to get to 80mph without realizing it until Ryan said how quick the car got to that speed while he data logged the ride.
Thanks
at least put something on there. I believe Ive got 60% on mine with 15% all around and its fine. The place I went to also offers 80%, if nothing else helps a TON with heatJ
Wait until I remove the graphics, paint correction, ceramic coating and 20% tint on the windows to totally black it out. I think it will really look good then. I am really tempted to do the windshield with 55%, but I drive too much at night and I'm afraid that it will limit my vision too much to take that risk.
Interesting read. You don’t seriously think the 200hp gain was from parasitic loss alone correct? Is there before and after graphs with curves and boost references to back this claim? I mean it could simply just be that more RPM was used with the 4.7. Thanks in advance.I haven't updated this thread in a while. I did make some comments in a few other threads about doing the MoTec PnP ECU with a FlexFuel conversion to allow me to go from pump 93 octane gasoline to E98 racing fuels. This will allow me to run any percentage of ethanol between E10 to E98 without any tuning of the ECU being required. The ECU does the Stoichiometry conversions to properly maintain the air fuel mixture ratios. No more draining the tank and flashing the Ford PCM to go from pump 93 gasoline to pump E85 or any version of E85 racing fuels.
I took the car to Shawn Fischer of Fischer Motorsports in Rockwall TX. Shawn is notoriously slow and I knew this before I took the car to him. You have to politely engage with him to keep the project moving, while he continually tries to get you to step up to the next level of modifications. I dropped the car off on 5th of January, unfortunately MoTec backordered the ECU to Shawn due to not having the PnP wiring harnesses, the complete MoTec system was scheduled to ship the end of last week to Shawn. Shawn modifies the MoTec wiring harnesses to accept a number of additional sensors to monitor the engine and it's supporting systems for the end user. This will give whomever has this system the capabilities to understand exactly how the engine and its systems are working through the data logging and whether or not you have reached the limits of what the car is capable of.
When I dropped the car off the engine was producing great Hp with low boost while turning the Kenne Bell 4.2L supercharger slowly by utilizing a stock lower diameter pulley and a 4" upper pulley. The volume of air was creating 19 psi of boost in the lower intake manifold. Shawn can modify the SC inlet elbow to remove the standard bypass valve system and replace it with a Tial 60mm wastegate valve. With the MoTec ECU he can now control boost using the Tial wastegate valve to blow off boost back into the inlet elbow of the SC in the same manner the stock bypass valve works to keep the SC moving air through it when the throttle body blade is barely open during vacuum conditions in the lower portion of the intake manifold. This is the best of both worlds, you can now command the boost to be whatever you want it to be for different driving situations just like a turbocharged engine, but you have instant boost and throttle response of a supercharged engine. The downside between the supercharger versus the turbocharger would be that you're limited by the CFM volume of air that the supercharger can produce due to size, plus the extra parasitic loss of spinning the SC. You can easily upgrade the turbocharger engine to a larger turbo, whereas the SC industry doesn't offer as many products that are able to accommodate growth in the volume of CFM produced that can be used in a streetable combination that will easily fit under the hoods available for a car. So in the long run the turbocharger system is capable of building more Hp from one of these engines due to the fact it takes less Hp in exhaust gas back pressure(EGBP) to turn the turbocharger versus the amount of Hp it takes to spin the SC by the crankshaft, yet the turbocharger also has the capabilities to move more volume of air in CFM due to the sizes available for bigger gains in Hp.
I never entertained the thoughts of converting this car to a turbo system and still don't now. I have always wanted to keep a SC on it because this is the way Ford designed it, yet I've always wanted to push how much Hp could be achieved with a SC with the lowest possible psi of boost going into the engine. Boost in PSI is nothing more that a sign that the engine isn't capable of ingesting the air you want to feed it whether it is turbocharged or supercharged. The interesting thing most people don't understand about a turbocharged system is that the amount of boost in the intake manifold produced is always to be as close to a 1:1 ratio of exhaust gas back pressure in the exhaust system before the turbocharger to turn the turbocharger efficiently. Turning a turbocharger takes Hp because you now have to use the engine to push the exhaust through the turbine housing and wheel, the higher the EGBP the higher the parasitic loss is. So to try to achieve as much Hp gain with a SC you need to remove as much restriction in how the engine ingests the air to lower the parasitic loses of turning the SC, but you also have to get rid of the exhaust gases with the least amount of restrictions. I've done everything I can think of to achieve this and this is how the engine is producing the Hp it is with low boost. Now the only things I have left are to increase the amount of air the SC is going to produce. the easiest thing would be to change pulleys on the engine and SC to a 15% lower(8.15") and a 3.5" upper. This pulley combination will increase the SC speed to 17400RPM, the next smaller upper would put the SC above the recommended maximum speed of 18000RPM. Well I got to thinking......BAD.....idea. Why? Because if a 4.2L SC turning slow worked great why not do this again with a larger SC instead of pulley changes. Unfortunately I broke at the calculator and started doing math. Hmmm.........a 4.7 with a 8.15" lower and a 4" upper flows the same CFM as a 4.2L with the same lower and a 3.5" upper. Shawn kept trying to get me to go 4.9L, I was like this is too much for the street and I'll have problems with the throttle body being too restrictive for the SC to flow air at max RPM. Well Shawn and I didn't talk for 2 weeks and my mind is thinking. I tried getting ahold of someone at KB to find out what the actual differences in the 4.7 and the 4.9 were. I finally got ahold of John and he said the only differences between the two was the 4.9 has a coated rotor pack to increase efficiency and to reduce the possibilities of scuffing. So there would be no parasitic losses of turning the 4.9 compared to turning the 4.7. So I had to find a way to limit the amount of airflow to reduce the restriction the throttle body will introduce.........slow the SC down some more. A 10% lower of 7.81" and a 4" upper produces the same exact CFM of volume of air compared to the 4.7 with a 15% and 4" upper. So the throttle body restriction is the same for both SCs.
So what does this mean? I ordered a 4.9 and plan on spinning it slow. BIRDDOC and Van documented how this helped to increase Hp significantly on BIRDDOC's car back in 2014 when they upgraded from a 4.2 to a 4.7 in this thread while retaining the same CFM output of each SC. At the time they did this KB didn't offer the 4.9 SC, the 4.7 was the largest SC available. Now with having a wastegate system on a supercharger that is controlled by the MoTec ECU I can command boost no matter what type of fuel is in the car to keep the engine away from detonation. Here is the link below of the results of BIRDDOC's car when they swapped SC and pulleys to keep the airflow in CFM very close to each other.
1,416 RWHP and Kenne Bell 4.7
After many long months of planning and preparing by Revan Racing, Inc. the testing has been completed. 8.80 at 164 MPH at NMRA Maryland was just the beginning. The plan surfaced with myself and Jim Bell of Kenne Bell Superchargers in early 2014. Kenne Bell 4.2 vs. Kenne Bell 4.7 on the same car...www.svtperformance.com
Another multiple account? lolwhat is the power goal for this combo?
@Klaus
You're friend again.
This truck has a Heads Up Display on the windshield, I don't know if applying a film would interfere with it or not. My polarized sunglasses actual reduce the visibility of the HUD considerable now, with the fact the HUD projection is glare I don't know if it would totally eliminate it with a window tint or not. I'm using XPEL's Prime XR PLus tint and they do offer a 70%. I'll have to ask the installer if the tint film renders the HUD useless and make a decision about it. A complete black truck draws a lot of heat to it and I agree with your thoughts about doing the windshield to reduce heat. I've driven many miles with tinted side windows and realize how much they can interfere with seeing dark objects in the road or people in dark clothing walking in the streets at night in poorly lit conditions wen no street lights are present.at least put something on there. I believe Ive got 60% on mine with 15% all around and its fine. The place I went to also offers 80%, if nothing else helps a TON with heat