200 RWHP Bolt On

[DoubleONegative]

high engine speeds hav little bearing on the 'tune'. It will concern actual physical components, such as the valve train. Cam dependant but running a stock setup you will be likely to see valve float at too higher rpms. Also the bottom end may not like high rpms due to the inertia involved.

Your car won't run any worse runnning high, but it will probably go BANG in spectacular fashion with little or no warning.

I don't know what the limiting factor is for the 4.6 modular unit, but Ford put a rev limit on it for a reason. And that reason will undoubtable be reliability related, adding a blower and then exceeding that limit without any futher mods is a recipe for disaster.

Your right engine speeds hav little bearing on the "tune" however, at high RPMs the inertial load on the rods is imense and even a tiny bit of detonation will usually result in a windowed block at high RPMs.

The weak point in in all 4.6 modulars (except the 03/04 Cobra) is the rods. I am not sure if the 05 Stang has a forged crank like the 96-01 Cobras but the powdered metal cracked cap rods are usually the first thing to fail under boost

 

[DoubleONegative]

hay I got no probs with OTT, in fact its my middle name. But even ballsy ideas must adhere to physics.

Good luck and keep us informed with how it goes.

I really wish more people understood that statement

Take the Soccer mom in her Suburban going 75mph in the snow because her SUV is 4 wheel drive.

 

[cleveland]

Well usually, the techs can't even find their dicks, so I think I'll be okay. Thanks for your concern. Good luck with that fresh idea of an auto!!

Can you please swallow that bug up your arse already. Do you believe in your fabled little mind that the manual transmission makes you a man?

I believe you still cant get over the fact that your "driving" was critiqued so you are trying to cover up the issue with my car having an automatic trans.

If you do believe that a manual trany makes a man or something similar to that and have to resort to making fun of others for their choices or actions Im very glad that I dont have your complex. Id much rather not attempt to belittle others in order to make myself feel better about myself.

I do suggest that you dont press this any further or you may end up on that list of those who have already been banned for acting like asses before long.

-Dan

 

[Nolyaw]

Can you please swallow that bug up your arse already. Do you believe in your fabled little mind that the manual transmission makes you a man?

I believe you still cant get over the fact that your "driving" was critiqued so you are trying to cover up the issue with my car having an automatic trans.

If you do believe that a manual trany makes a man or something similar to that and have to resort to making fun of others for their choices or actions Im very glad that I dont have your complex. Id much rather not attempt to belittle others in order to make myself feel better about myself.

I do suggest that you dont press this any further or you may end up on that list of those who have already been banned for acting like asses before long.

-Dan

Move on goofball. The $200 bolton page is around the corner.

 

[Nolyaw]

Did you put an intercooler with this kit? Was this done on pump gas?

It comes with a 3 core intercooler. Yes it was on Shell 93 octane. the tune was set for 91 octane.

 

[Nolyaw]

I'm installing my unit this weekend.. any words of wisdom? if DTP is getting you that much HP why go to sct tune?

The install goes very smooth. You do have to take the front bumper cover off. Its very easy. ProChargers pictures arent that great,and those coolant hoses are a bitch to position right. You'll see what I mean. ATI also left out some small fittings on mine. They may have rectified this by now. The fitting for the degas tank was wrong, and for the vaccuum block.I found the belt tension thing to be kind of strange, so I spent some time on that. If you had another person, your time could be cut very short. And with the tune, SCT says they can make your power smoother on the WAY to your peak number. Its all technical crap, But you will see what I mean. Floor it in second gear and at about 4500 +, and prepare for takeoff!

 

[crash]

The shop I used didn't use the Diablo tune. It was a custome dyno tune using the Diablo tune & the SCT tune as a reference. The Diablo tune was very rich. My final A/F was 11.7:1. The shop I used understood my concern over the impact of this much boost on a new car so they were conservative, which is what I wanted. Mine was not dyno'd past 6000 rpm on a loaded Mustang dyno and that reached 372 rwhp (=420 dynojet rwhp). We replaced the fuel pump with a Walbro 255LPH to address the lower presure at higher rpm.

470 rwhp is outstanding Nolyaw! Enjoy!

Interesting... You say rich. Seems like there is a big variance in the Predator code, most likely due to atmospheric conditions in different regions, but have seen one with a 12.6:1 A/F curve. The kit did not come with a pump, so one was installed, and the X-Calibrator was used for the final tune.

This is why Jerry (Owner of SCT) did a custom tune for this combination HIMSELF. The Procharger code was 12.6:1, and lacked throttle response (Relative to the Predator). We have access to a NAILED 11.5:1 flat line fuel curve and a few other changes that needed to be made, and some that were UNdone that didn't. The result was the same, about 50 HP over the Diablo tune, but safer at 11.5:1.

I do concurr, the Predator setup is fine, and with that code, the cars are running 11.60s-11.70s with nothing but drag radials.

Anyway, CONGRATS. My box just arrived today... Got the tuner kit though, going SCT (Since we DO SCT)... LOL!

 

[2005RedGT]

Crash, do you know if SCT has a canned tune. I am not a fan of the Diablo

-Bryan

 

[crash]

Yes. That was exactly what I was referring to above.

More reliable, better drivability, and more power. It runs richer and the timing is bumped, which is the way it needs to be done. Lean makes power, but not always safe.

 

[2005RedGT]

I am just having a hard time getting an answer from SCT.

-Bryan

 

[lostsoul]

The install goes very smooth. You do have to take the front bumper cover off. Its very easy. ProChargers pictures arent that great,and those coolant hoses are a bitch to position right. You'll see what I mean. ATI also left out some small fittings on mine. They may have rectified this by now. The fitting for the degas tank was wrong, and for the vaccuum block.I found the belt tension thing to be kind of strange, so I spent some time on that. If you had another person, your time could be cut very short. And with the tune, SCT says they can make your power smoother on the WAY to your peak number. Its all technical crap, But you will see what I mean. Floor it in second gear and at about 4500 +, and prepare for takeoff!

Thanks for the info. I'm going to have a friend help me and hes better at cars then me, but hes more of an import guy. Crash has helped me though must of the understanding now I just have to get off the fat thing I sit on and "get r done" ;-) .. Please post alll the pics you can.. I plan on taking them too (while the others work )

 

[Nolyaw]

Yes. That was exactly what I was referring to above.

More reliable, better drivability, and more power. It runs richer and the timing is bumped, which is the way it needs to be done. Lean makes power, but not always safe.

My timing with the diablo was 18 degrees. I know 23 is supposed to be the sweet spot, but this is very easily adjustable with the diablo. My A/F was 10:5:1 up until 6000 rpm when it raised to 12:1, but a fuel pump will take care of that. My RW tq was 394, due to the richness. But ill take richness over lean any day.

 

[Nolyaw]

Crash, do you know if SCT has a canned tune. I am not a fan of the Diablo

-Bryan

The diablo has nice features. Data logging, and diagnostics. you won't find these on the SCT.

 

[Nolyaw]

Thanks for the info. I'm going to have a friend help me and hes better at cars then me, but hes more of an import guy. Crash has helped me though must of the understanding now I just have to get off the fat thing I sit on and "get r done" ;-) .. Please post alll the pics you can.. I plan on taking them too (while the others work )

Import guy? I hope you mean ferraris and porsches, because if hes used to hondas and the like, he has no idea what hes in for. He might as well put down his deposit on a new stang now, cause he'll want one!

 

[chad2001]

why are the torque numbers so much lower than the horsepower on that dyno?? Is that because it's a centrifical supercharger and not a roots type like the cobras???? just curious...

 

[Nolyaw]

why are the torque numbers so much lower than the horsepower on that dyno?? Is that because it's a centrifical supercharger and not a roots type like the cobras???? just curious...

No, its because of the richness I'm running. I'd rather be rich than lean, however. If I was to adjust fuel delivery, I could gain more RWTQ.

 

[300bhp/ton]

why are the torque numbers so much lower than the horsepower on that dyno?? Is that because it's a centrifical supercharger and not a roots type like the cobras???? just curious...

fuel mixure may influence the tune and ultimatley the PEAK numbers but they won't affect how the power adder works as a concept.

bhp is a calculation made from the torque reading and the rpms (do a search on the web for the formula).

Cars that have a PEAK torque low in the revs will not have as high a BHP number as a car that produces the same PEAK torque but higher in the revs.

Centrifugal blowers don't make much boost in low rpms so their gain in this lower rev range is some what less than a positive displacement blower.

But due to the PEAK torque being produced higher up the rpms they will (on a like for like basis) always produce more PEAK power.

A WOT style of driving will suit the centrifugal blower best, so the 1/4 and circuit use are good places for it.

A postive displacement blower likea twin screw (roots are similar but don't perform as well) will give more instant grunt and be more torquey, so for a road car should be less gear changing and more instant go rather than downshifting like the centrifugal will prefer. Downside is some people complain traction is an issue with all that grunt, but when has too much power ever been a problem. Fast road use and hill sprints are probably good places for this type of power adder.

Remeber there is no BEST just different and better for different poeple and situations.

 

[Nolyaw]

fuel mixure may influence the tune and ultimatley the PEAK numbers but they won't affect how the power adder works as a concept.

bhp is a calculation made from the torque reading and the rpms (do a search on the web for the formula).

Cars that have a PEAK torque low in the revs will not have as high a BHP number as a car that produces the same PEAK torque but higher in the revs.

Centrifugal blowers don't make much boost in low rpms so their gain in this lower rev range is some what less than a positive displacement blower.

But due to the PEAK torque being produced higher up the rpms they will (on a like for like basis) always produce more PEAK power.

A WOT style of driving will suit the centrifugal blower best, so the 1/4 and circuit use are good places for it.

A postive displacement blower likea twin screw (roots are similar but don't perform as well) will give more instant grunt and be more torquey, so for a road car should be less gear changing and more instant go rather than downshifting like the centrifugal will prefer. Downside is some people complain traction is an issue with all that grunt, but when has too much power ever been a problem. Fast road use and hill sprints are probably good places for this type of power adder.

Remeber there is no BEST just different and better for different poeple and situations.

I have adjusted the fuel and I have gained 21 FTLBS. Lets put a blower on that goofy little hybrid and see how ithangs in there with about 3 psi. Formulate those numbers. Rover makes great engines, youll see. Enough with all the book numbers and opinions from publications youve read. 'Do' and then 'speak'.