Changing out the Ford Motorsport SVO Powerdyne BD- 11A Supercharger for the gear driven Powerdyne XB-1A | Ford Explorer Forums - Serious Explorations

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Changing out the Ford Motorsport SVO Powerdyne BD- 11A Supercharger for the gear driven Powerdyne XB-1A

MuscleJunkie

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Year, Model & Trim Level
'00 Ford Explorer LTD AWD
So I’ve come to the determination that I need to switch out my Ford Motorsport SVO Powerdyne Supercharger ( Big White - Ford Racing Powerdyne Installation Thread ) which is belt driven, for the Powerdyne XB-1A Supercharger - a gear driven supercharger.

I’ll later post a detailed explanation about the reasons for my choice but from my previous posts a lot of that has already been explained.

In the meantime, here is some information on the XB-1A for those who are not familiar with it. I know that there have been one or two forum members here many years ago who went this route as well.

See attached photos

Powerdyne Gear Drive XB-1a Supercharger​

Not only is the gearbox different between Powerdyne’s belt- and gear-drive blowers, but the impellers and volutes are too. Note the gap between the flat disk area and the outer housing of these two volutes. The one with the wider gap (at right) is for the new gear-drive unit; the one at left is a belt-drive volute. Clearly the turbine sections of the two blowers are not interchangeable. Pay little attention to the difference in outlets; the 90-degree outlet as shown here on the belt-drive volute is what yoi see on Mustangs with the gear drive too. The straight outlet on the gear-drive volute is what is used on our Explorer.

(Impeller photo)
No problem spotting the differences here. The taller impeller at left is from the belt-drive blower, the shorter impeller at right is from the gear drive. The gear-drive’s impeller also features more heavily curved blades, which trade some lower-rpm airflow for more top-end cfm.

Powerdyne says that whereas the belt-drive blower has always had a smooth, linear power delivery, the gear drive has a distinct hit, coming online in the engine’s midrange, “like nitrous”

This was the impeller available 20 years ago. Now you can chose impellers comparable to all of the Vortec supercharger trims with similar expectations. I’ve decided to go with a mid range billet SI trim option.

(Internals photos)
Following traditional centrifugal blower practice, the large input shaft - the one the blower drive pulley is attached to - is a two-piece assembly. The shaft and the large gear are separate pieces. The output shaft - the one the impeller bolts to - is a single piece. As with a transmission input shaft, the blower output shaft has its gear cut right into it. In this photo the input shaft is taller and is showing a keyway; the output shaft is mainly covered by its bearing. A belt-drive Powerdyne lurks in the background.

Powerdyne blanked out its own gears, and had a specialist company put the final finish on the gear teeth. As do other blower makers, Powerdyne had its volutes cast at a foundry, but did all machining and assembly in-house. With the help of multiple CNC-machining centers, Powerdyne was able to whittle out the rest of the blower itself. The units built today are said to have many additional small improvements since the original builds.

(Seal photo)
The trickiest place to seal on a centrifugal blower is between the gearbox and the volute, where the output shaft passes through. Powerdyne used this trick double-lip seal for that job. Run your finger over it and you’ll find the seal is surprisingly hard, being graphite impregnated. It also looks unusual, with the two seal lips pointed in opposite directions. I’m assuming the newly built units use the same type of seal, but that hasn’t been clarified.

(Dowl Photo)
Standard-style dowel pins are used to locate the blower cover to the blower housing. For many years most centrifugal blowers used precision-ground diamond pins for this job, but they have proven unnecessary with CNC-machining, and they are troublesome to work with as they often break off when removal is attempted. Dowel pins have eliminated such troubles.

(Breakdown photo)
Although it shows a clear family resemblance, the Powerdyne XB-1A gear-drive supercharger does not share one major part with its belt-drive brother. Yet the two interchange in the same brackets, allowing the gear drive to replace a belt drive, if desired.

(Bearing photo)
Each of the two shafts in the XB-1a rotate in bearings. The large ball bearing on the input shaft is garden-variety stuff, but this smaller bearing on the output shaft is more than that. An “angular contact” bearing, it uses a special separator internally to handle the unusual loads made on it by the impeller. Pricey specialty bearings such as these are one reason superchargers cost so much. I’m assuming that the newly built units use a comparable or improved bearing of those used originally on the XB-1A as pictured in this photograph from 20+ years ago.

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If you strip the gears then what?

Hahahaha kidding of course!
Making some good choices these days
Cannot wait to see how this turns out
 












So placed my order today for a "new...newly built??" Powerdyne XB-1A gear driven supercharger. I went with the SI trim level and mid range billet impeller.

Will update as things progress. Wish me luck!!!
 






You will love them gears :)
 






Go Man!

I am getting 9lbs with 2:1 supercharger pulley ratio. That is only spinning the blower up to a little over 10,000rpm. She has room to blow or grow more, but the exhaust won't let her. I think that is the restriction we are both facing with our builds.

Once you get this new blower installed and tuned, the race is on!!! JK

Good Luck!
 






Go Man!

I am getting 9lbs with 2:1 supercharger pulley ratio. That is only spinning the blower up to a little over 10,000rpm. She has room to blow or grow more, but the exhaust won't let her. I think that is the restriction we are both facing with our builds.

Once you get this new blower installed and tuned, the race is on!!! JK

Good Luck!
Well this new XB-1A blower has a 3.45 ratio and I've been told it can spin safely up to about 48,000 rpm (versus the 38,000 rpm on the BD-11A). Of course there are claims of 50,000 to 60,000 rpm but its been advised to not go higher than 48,000 rpm due to the tooth size on the XB-1A gears so I will keep it at no higher than 48,000 rpm as recommended.

Using the calculator and the three pulleys I have, this is what I am looking at. BTW - the XB-1A uses the same pulleys (Crank and blower) as the BD-11A

2.7 (actual 2.65) SC Pulley and 6.5 crank pulley (I will not be using this pulley)
44,003.77 RPM at 5200 shift point set in my tune
If one were to shift higher say 5600 RPM, blower speed would be 47388.68 RPM

2.8 (actual 2.865) SC Pulley and 6.5 crank pulley (one of my pulley options)
40772.73 RPM at 5200 shift point set in my tune
If one were to shift higher say 5600 RPM, blower speed would be 43909.09 RPM

3.1 SC Pulley and 6.5 crank pulley (one of my pulley options)
37616.13 RPM at 5200 shift point set in my tune
If one were to shift higher say 5600 RPM, blower speed would be 40509.68 RPM

Since this XB-1A will have the SI trim "mid range" billet impeller, I am not sure what boost levels this will mean for these pulley options. My BD-11A was seeing at most in the 6lb boost range at my 5200 rpm shift point and the blower was spinning close to the 36,000 to 38,000 rpm range on the stock cast impeller. I never saw anything above the 6lbs range regardless of the pulleys or shift points on the BD-11A.

One quote I found on a writeup regarding the XB-1A said this
"The belt-drive blowers are good for 9 pounds of intake pressure while pushing 800 cfm of air, but the gear-drive is good for at least 18 pounds at 1,200 cfm"

Alot of unknowns still here.
 






Found this photo that "Rocket" posted some time ago when he bought and XB-1A for his Explorer (that I understand was unfortunately totaled some time later) I am glad to see the mounting angle (same as BD-11A) will be ok for the oil feed from the engine. I was worried for a second when I saw this quote regarding the XB-1A

Powerdyne XB1A is the only gear drive blower that is oil fed and is limited to 48,000 rpm no matter how it is built. Tooth thickness is the limiting factor. Mounting must be within 45 degrees of the pulley side at the top. So while they fit BD 10,11, 11a , and 12 brackets, always pay attention to the mounting for reliability. Maximum HP is around 500hp with stock impeller.

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Here is another small writeup from back in the early 2000s about the XB-1A that I found. I'll add it here along with any others I find for those who might be looking for it in the future.

Lancaster, CA--The engineers at Powerdyne Automotive Products, after two years of development and testing, have introduced the XB-1A gear driven supercharger. The new XB-1A supercharger system comes in complete kit form and delivers up to an impressive 18 psi boost pressure.

Powerdyne Automotive Products has been marketing the 'silent drive' belt driven BD-10 and BD-11 superchargers for over ten years designed for 'ultra quiet' medium boost street applications.

The company now provides for high boost motorsports or pro-street applications with it's XB-1A. This new centrifugal supercharger is lubricated directly from engine oil and is not near as quiet as the 'silent drive' production BD series units, due to the high performance straight cut steel drive gears.

For those owners with the BD-10 and BD-11 superchargers, the XB-1A fits directly into the BD-10 or BD-11 brackets and drive system. Retrofiters will need only to fit up the new oil source lines (included in retrofit kit).

For more information on the XB-1A and the complete line of Powerdyne Automotive products:

Powerdyne Automotive Products
104-C East Avenue K-4
Lancaster, CA 93535
www.powerdyne.com
(661) 723-2800 ph
(661) 723-2802 fx

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Is the 6pbs of positive
Manifold pressure a result of your altitude?

I’m guessing at sea level you would be getting more

I was pleasantly surprised by the new found horsepower when we moved from 9000’ to 2100’ in elevation my 7.3 truck makes 28lbs+ of boost here I was lucky to see 22 at elevation
 






Is the 6pbs of positive
Manifold pressure a result of your altitude?

I’m guessing at sea level you would be getting more

I was pleasantly surprised by the new found horsepower when we moved from 9000’ to 2100’ in elevation my 7.3 truck makes 28lbs+ of boost here I was lucky to see 22 at elevation
6lbs here at close to sea level.
 






I hope that new version holds up for a long time.

That's part of why I'm aiming for a slightly large blower, to keep the rpm's down, so it lasts 10+ years etc. The KB calls for 18k max rpm, I hope to get 14-15psi while keeping the rpm's to 13-14,000 if I can. I'll try a half size blower pulley first(3" with 6" crank), and see where it lands.
 






So here are a few preview photos (received from the builder) of the "new" Powerdyne XB-1A supercharger that I had built with the Si trim mid-range billet impeller. It is now on the way and I'm expecting delivery early next week.

Fingers crossed this is going to be everything I hoped for Big White Ford Explorer.

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Nice!
 






I can't wait to hear this thing run


I just had a guy Drooling over my rig
So naturally I was telling him about yours because he has a v8
 






I can't wait to hear this thing run


I just had a guy Drooling over my rig
So naturally I was telling him about yours because he has a v8
Hopefully once past all the delays, I can make that happen....

Stay tuned!
 






New production 2023 version of the Powerdyne XB-1A gear driven (oil lubricated) Supercharger with SI Trim/ 16 fin billet impeller has arrived for Big White Ford Explorer

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Nice
 



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Excellent. :popcorn:
 






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