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Big White - Ford Racing Powerdyne Installation Thread

Blown

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I am watching IAT's and will run a smaller pulley/less boost in the summer heat. I recently reworked my cool air filter housing and plumbing to keep down IAT's.

Kenne Bell says 4 degrees of timing is roughly 20 horses, 1lb of boost is 10-15 horses, and 10 degree change in IAT is a 1% change in horsepower on these 5.0's

If you could add 4 degrees of timing, 1lb of boost, and reduce IAT by 50 degrees.......................... that would be 35 - 40 horses.
 



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MuscleJunkie

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Updated here about my dual exhaust effort


FFCA4E74-3593-4AF6-8F65-0731501A33FA.jpeg
 






MuscleJunkie

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I am watching IAT's and will run a smaller pulley/less boost in the summer heat. I recently reworked my cool air filter housing and plumbing to keep down IAT's.

Kenne Bell says 4 degrees of timing is roughly 20 horses, 1lb of boost is 10-15 horses, and 10 degree change in IAT is a 1% change in horsepower on these 5.0's

If you could add 4 degrees of timing, 1lb of boost, and reduce IAT by 50 degrees.......................... that would be 35 - 40 horses.
That’s very helpful information. I can’t wait to see the results with the intercooler and going from single to dual exhaust
 












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That's good progress, and you got rid of the intake elbow too.;)
 






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That's good progress, and you got rid of the intake elbow too.;)
The 80mm intake elbow is still there. Once it’s done I’ll have some good pics of the final plumbing.
 






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The 80mm intake elbow is still there. Once it’s done I’ll have some good pics of the final plumbing.
I forgot you got that one on there, and 80mm is a good size bigger than what I'd guess was 65mm stock. I had mine ported to close to 75mm at the two ends, but they couldn't do much with the middle, the turn. That's not a big bottleneck for a boosted engine, but bad for NA.
 






MuscleJunkie

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BIG WHITE Ford Explorer - Ford Motorsport SVO Powerdyne Supercharger upgrade build - now with custom Water to Air Intercooler (Magnecor KV85 Competition 8.5mm Performance Ignition Wire Set)

I needed to order the @magnecor_usa Magnecor KV85 Competition 8.5mm Performance Ignition spark plug wires to upgrade the previous Taylor Wires on my 2000 Ford Explorer 5.0 Liter V8 during the water to air intercooler installation. The @obxracingsports OBX headers that I’ve installed run extremely hot and have a tendency to burn through the stock Motorcraft spark plug wires. The Taylor wires I was using have been used over the years with great success by 2nd Generation Ford Explorer owners who have aftermarket headers on their 5.0 Liter V8 302 Windsor motors. But with the intercooler I needed to relocate the MSD ignition coils which called for custom built to specified length wires.

You can see the correct custom lengths needed for this application on the Magnecor order form.

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Those are the best plug wires, you will like them a lot. Keep them off of the headers, that heat will ruin any wires. I have them on my Mountaineer, they will last a long time.
 






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Routing is key with the headers, that and the fiberglass socks at the plugs will keep the wires safe

Can’t wait to see how this comes out ;)
 






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Routing is key with the headers, that and the fiberglass socks at the plugs will keep the wires safe

Can’t wait to see how this comes out ;)
Yes, I have fiberglass socks from my previous set that I will use. We've created a new radiator support shroud. The ignition coils will be flush mounted inside of it and this is the reason for the new wire lengths.
 






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Here is a preview of the intercooler install. One thing you might notice is the custom airbox that was fabricated. It was inspired by the custom airbox that Ford did for the 1997 Ford Explorer tremor concept.

B63A02C8-CD96-40AB-8EA4-FC772AC1827E.jpeg
 






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Shes beautiful!
More pics when you can.. gorgeous absolutely!!!!
 






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Excellent work there, beautiful engine bay. Get it back soon and enjoy it for a long while. That upgrade supercharger should turn up eventually, that XB-A model I think you said is needed?
 






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Your build is what my mechanic brother in law would call "Sanitary" Clean and Sweet!
 






MuscleJunkie

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FOR SALE: Custom Welded Stainless Intake & Charge Piping for Powerdyne (Ford Motorsport SVO) Supercharger- 2nd Generation Ford Explorer 5.0L 302 V8

As many might have seen, I’m in progress of installing a water to air intercooler on Big White which required all new supercharger plumbing. This means I am now selling this beautiful custom welded stainless supercharger piping I recently had fabricated.

Piping has all necessary bungs for IAT and BOV and looks gorgeous installed (see photo). The couplers and clamps for the charge pipe are also included.

Was setup to connect from the 90mm MAF to Supercharger (Intake Pipe) and from Supercharger to 75mm Throttle Body (Charge Pipe).

Send me an offer via message if interested.

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MuscleJunkie

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That IC will help a lot. Have you bought the parts yet? It would be more efficient to route the piping straight to an IC box mounted right onto the lower intake. In a blown application, the long runner intake doesn't gain as much bottom end torque versus a short runner intake. You could select a higher flowing lower intake such as the TFS, Holley, or Edelbrock. I got the TFS because it is the shortest and all three of those flow about the same for the lower. Here's a TFS R intake with an IC plenum mounted on top of it, I don't think it's well done, but the idea is there.

View attachment 428552 View attachment 428553
Would this intake flow any better?? Guy was showing this to me today…

C5A5662A-E0D6-4BE4-84EA-5DAD32CB261E.jpeg
 






MuscleJunkie

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Some initial Dyno results. I still have some more information to come about this. Some of the preliminary info so far is I might have a clogged or slightly clogged cat. I’m waiting for some more explanation.

E4EC4BEE-973A-48E2-9A31-D637D2247FD1.jpeg A2AB6DE3-5EAE-4EC2-B58B-E7682E8372E3.jpeg
 






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That's an interesting top end power curve, it might be something like the cats. The GT40 parts should have no problem supporting 5000rpm and more for the 302. There haven't been a lot of dyno test done on Explorer engines with the truck roller cam. I think that cam is good enough to not fall flat before 5000, but there aren't many dyno charts you could compare with. My three 302's have all shifted stock at 5000rpm, but that's bone stock with no pressure from a supercharger.

Your valve springs may also be a possibility also for hurting the top end there, it may be some valve float. I'd ask your shop if they think it's more likely the cats are partially clogged, or the old valve springs. I tend to think the VS are weak, and you might find out by building a bigger cat pipe as a next step.

That Vortech intake is an old model that is better than the GT40, it's similar to a model of TFS intake. But I can't remember which one(rpm range), I had an old friend with one on his 93 Cobra convertible. For your future engine, it may be a good choice, the GT40 definitely isn't assuming you go bigger to say 347. Price might be a thought, the TFS R intake is a top rpm choice, similar to the Holley Systemax II, and the Edelbrock Victor EFI.

If you are becoming settled on that intercooler layout with the full upper/lower intake behind it, then I think one of those four might be th best end choice. So consider what engine you might end with, and pick the intake based on both looks and the rpm range it's made for. The three I mentioned I think can be had for about $400 or more, used, prices have been moving up. That Vortech I'm not sure of, that could be a rare and niche, expensive model. I'd hunt on the Corral to see what it is rpm range wise, compared to the others. If you could rebuild the intercooler system by placing one over the lower alone, that could save the cost of buying any upper. I got my TFS R lower and a Victor EFI, for about $150 each, several years ago. I didn't like the Victor lower, being so tall(tall lower runners, and short upper runners). The TFS and Holley have the shortest lower intake runners, with uppers that are a little longer.
 



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MuscleJunkie

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That's an interesting top end power curve, it might be something like the cats. The GT40 parts should have no problem supporting 5000rpm and more for the 302. There haven't been a lot of dyno test done on Explorer engines with the truck roller cam. I think that cam is good enough to not fall flat before 5000, but there aren't many dyno charts you could compare with. My three 302's have all shifted stock at 5000rpm, but that's bone stock with no pressure from a supercharger.

Your valve springs may also be a possibility also for hurting the top end there, it may be some valve float. I'd ask your shop if they think it's more likely the cats are partially clogged, or the old valve springs. I tend to think the VS are weak, and you might find out by building a bigger cat pipe as a next step.

That Vortech intake is an old model that is better than the GT40, it's similar to a model of TFS intake. But I can't remember which one(rpm range), I had an old friend with one on his 93 Cobra convertible. For your future engine, it may be a good choice, the GT40 definitely isn't assuming you go bigger to say 347. Price might be a thought, the TFS R intake is a top rpm choice, similar to the Holley Systemax II, and the Edelbrock Victor EFI.

If you are becoming settled on that intercooler layout with the full upper/lower intake behind it, then I think one of those four might be th best end choice. So consider what engine you might end with, and pick the intake based on both looks and the rpm range it's made for. The three I mentioned I think can be had for about $400 or more, used, prices have been moving up. That Vortech I'm not sure of, that could be a rare and niche, expensive model. I'd hunt on the Corral to see what it is rpm range wise, compared to the others. If you could rebuild the intercooler system by placing one over the lower alone, that could save the cost of buying any upper. I got my TFS R lower and a Victor EFI, for about $150 each, several years ago. I didn't like the Victor lower, being so tall(tall lower runners, and short upper runners). The TFS and Holley have the shortest lower intake runners, with uppers that are a little longer.
I need to get some clarification from the Dyno operator but it seems to me while he was operating that he let off of it early and that’s why it showing that drop on the graph.
 






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