11.8afr isn't life threatening for 6psi. I'm running 10.4afr to 11.0afr with 12.20psi
11.8afr isn't life threatening for 6psi. I'm running 10.4afr to 11.0afr with 12.20psi
Edit; Dyno on 2/21
Looking forward to see results. Mines never been on a dyno, so I have no idea what I'm pushing. It will see one when cam goes in.Quote:
Originally Posted by 2therock
AFR being safe really depends how much timing you're running. I run them a little leaner than 11.8 typically
Its all buttoned up and ready for the Dyno with me finishing up running the gauges. PITA but worth it. I really like the setup where it is.
The penetrating oil I used on the exhaust manifold collector bolts finally finished burning off. Freaked me a little until I realized what it was.
I'm not going to boost it more than it does its self unpredictably until the dyno. What added power I have felt is promising but its hard on the trans without the tune. No WOT pulls yet. No Sir.
I had to put the engagement spring on #3 to get it to stop light switch sneak attack boosting.
Normal driving she purrs like a kitten as if no work has been done.
They are the sleeper blower. Friend with a 2010 Challenger just up his 2300 E-force to 16psi, has a 6.2 bottom end.Quote:
Originally Posted by 2therock
OK, I have sinned. I pushed her a little
I configured the AEM 30-0334 OBD WB kit to scan. Very nice and easy, its what my tuner uses so he will like that, just plug into my OBD pass through for the WB sensor. No crawling under the car. Scan with the same sensor used for the tuning.
So I took it for a spin, EDIT -> no boost logging yet but It didn't quite get to 6 @3/4 throttle.
I didn't setup to log boost with my AEM gauge, I later configured the layout to use the MAP data and factor in my area barometric pressure.
Here is throttle and cruise scan & file. And my Layout with Boost.
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OK, Mustang Dyno numbers are 412Hp / 430Tq. Just breaking over 6 PSI boost.
For Dyno-Jet Fans a 12% adjustment would be 461.44 Hp / 481.60Tq.
Its debated the Mustang dyno are the real numbers. Gains are 96 to 100Hp over no supercharger.
Curt Dusterhoff did the calibrations at Forsyth County Customs in Forsyth GA. Its one of the locations Curt uses. This location saved me several miles of distance.
The guys ar Forsyth CC are great and I seen some nice builds in progress in the shop. If you see a Miata with Brembo calipers don't laugh or pick on it.
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I am Very Very pleased with the outcome. Its the same car until I put my foot in it. I love not hearing the screws. It lets me hear the now stronger sounding exhaust. The supercharger is dead silent. The transmission is butter smooth with the stock delay removed and sensible firmness applied.
Its very daily driver like as Edelbrock brags about but when called upon its MUCH stronger.
Tons of torque. Shift points are setup for optimum power band applications. I have the boost engagement spring set on the as shipped center (#2) position and its perfect. When I need 2-2.5 lbs its easily manipulated. Actually it happens naturally as if it was calibrated just for me.
Mods are Corsa cat back, 180 t-stat, K&N drop in, extreme cooling radiator & dual fans, Edelbrock 2300 tvs 15340 kit tuned by Dusterhoff Tuning.
This is how she will stay for the years to come. I have a 2005 Silverado I did the same way with a Magnuson and its stayed the same and fun since then.
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good job, congrats.Quote:
Originally Posted by 2therock
Thank You Tons Coanan. Without your help I would have had to flat bed the car to the shop 1hr:15 minutes away. I would not be using the Cometic gaskets, and would have had some additional rattled nerves.
What kind of socket did you use on the ARP 12pts.Quote:
Originally Posted by coanan
Would love to see what this car makes when you cam it out..
Just get a smaller pulley (3.4" is for ~6lb and 3.2" is for ~8lb) and you will see +30RWHP gains (of course tune needs to be modified for more boost). Although swapping in a 6.2 cam and long tube headers really wakes up the 5.7.
I'm running a 3.25 @ 6lb, I have a 3.0 on the bench but most likely leave it in the box. I don't want to go over 7lb.
A nice big cam and headers will net some huge gains
Sorry for some reason I thought you were running a magnuson...different pulley sizes compared to Edel.Quote:
Originally Posted by 2therock
Hi Coanan, Just wondering about the ARP blower mount bolts you used and the tool you tightened them with? Do you have the part number for the ARP bolts?
Its rough enough getting to the Edelbrock supplied bolts, I'm wondering about the socket you used on the ARP.
I'm replacing my MDS lifters "before" one fails and rounds the cam. I don't want to pull the cam just to delete the MDS, I tune it off. I'm @135k miles and getting nervous.