just wonderin a few things. whats the best to get for the new ponies. been wonderin what to get and whre to start. also tryin to make up my mind on if i want to get twin turbos or a supercharger. what do u guys think. im new to the forums and to the ponies. thanx
The cheapest ponies come from a cold air intake (air filter) and a flash of the computer chip. Combined they will give you about 25-30 rear wheel hp for about $600-$750 depending on whether you have an auto or stick car.
just wonderin a few things. whats the best to get for the new ponies. been wonderin what to get and whre to start. also tryin to make up my mind on if i want to get twin turbos or a supercharger. what do u guys think. im new to the forums and to the ponies. thanx
Depends on your platform. V-8 or V-6. Recap of Turbos Vs S/C. If I was Duner or Tylers65, I'd ask.. Which platform and then please ask in the applicable Tech forum. ....
Here is a recap on S/Cing the 05 with a twin screw S/C. I originally posted this in the V-6 section. It is really going to depend on how much you are willing to spend and reengineer the stock car to functionally handle the added HP/TQ and of course, V-6 or GT.
A twinscrew Supercharger - Whipple, Kenne Bell, one that is not centrifugal. The stability of a supercharger for increased power with little concern of bottom-end engine rebuilding....well....here is a little snippit from Kenne Bell on the differences in the SCs and their boost scales...
"All supercharger require you use the highest octane fuel available. 92 octane should be adequate for any 5-6psi kit. 8psi centrifugal kits are promoted by dealers and performance shops as they tend to develop a little more boost in the low to mid range than 5-6psi centrifugal kits. However, ignition timing must be retarded. That is why 8 psi kits from all the various kit suppliers include an ignition system and an ignition retard - which "retards" timing and, of course, reduces horsepower and performance. NOTE: If advancing timing improves performance (up to 16 degrees) retarding timing conversely hurts performance. In fact, what you gain from 2psi (20-25hp) is lost by retarding timing 4-6 degrees. The Kenne Bell 6psi kits (for GT) actually outperform the centrifugal 8psi kits because of higher boost at any rpm and more boost at the shifts. Now we all know that there are ways to run 8psi and higher boost levels with 1.) 24, 30, 35, 40, and 50 lb. injectors, 2.) ultra-high fuel pressure, 3.) lower compression ratios, and/or 4.) higher octane fuel or fuel boosters, but that was not the 92 octane question. Also keep in mind that modifications 1, 2, and 3 are not "50 state legal". Therefore, if your goal is to run 8psi and develop 20-25 additional horsepower with 92 octane fuel, consider adding a can of black bottle 104 brand Octane Booster at $6.00 per tank full. $100.00 for 5000 miles of driving is cheap performance by some standards."...
I have engineering concerns with Turbos and NOS kits unless you are going to functionally re-engineer the engine to ensure that you do not cause a pressure blow in the manifold or cylinders. As with most modifications to the modulated engine..one at a time is a good rule to go by unless subsequent chagnes are required to ensure that you do not encounter engine failure, that way if something goes wrong, you pretty much know the cause.
Tuning will be required. I would suggest that due to the EEC-V/PCM/ECM table alogoritims you purchase a kit that has a programmer that can upload the appropriate data so that the SC performs as intended. Therefore, unless you can program a custom tune, "model swapping" a SC from an Explorer or Ranger application will not be able to take a handheld device.
I do not feel that without major engine internals and modifications to the Unibody chassis, a transmission swap (T5 has a max TQ cap at 175-300 dependant on specific unit), rear end, diff, gears, that the max numbers cited of around 500 could be handled by the engine design. Even the 3-V has a week point at the stainless steel ring in the upper piston ring.
On a side note and to throw some flames on the fire, It will be interesting to see how the new 3V-V-8 engine manages the increases in power. The new cylinder heads feature two intake valves and one exhaust valve per cylinder. And, although this new 3V system has a SOHC, the addition of variable cam timing should improve modification performance by advancing and retarding the existing cam profile.
The redesigned intake manifold should also accept SCing well. The ports on the 3V are designed and have been machined more like the 4V; in that they are long and slender rather than the round style we are used to with the previous 2V 4.6L.....Without going too nutty here... Ford has accomplished with this 3V intake manifold set-up what the "older" 4V Cobra Intake Manifold Runner Controls did..
If you have not read them: July and August's MM&FF have indepth technical articles on S/Cing the 05. I highly recommend it for a little "light reading".