E303 Cam and 1.7 Rocker rollers

[rocket 5979]

Is this a good price? Or is there a cheaper place to find the polished charger?

http://www.carperform.com/2007.html powerdyne

http://www.carperform.com/2273.html vortech

Thats a decent price for the Powerdyne. I went with www.superchargersonline.com and they treated me well. If I were you I would go with them as they all seem to be offering the BD-11 kits for around $3100. Then I would tell them that I would like to upgrade to the XB-1A supercharger and also take off the inline fuel pump and FMU since you have a 2000 explorer that runs with a returnless fuel system and cannot use those parts. That should give ya a little discount off of the upgraded price. What I did was find the cheapest price around and then called up sconline.com and asked them to match the price and also upgrade me to the better head unit.

 

[CDW6212R]

Rob, what exactly do you mean by "...

get dual pumps and slide them in there...
-Rob-

I look forward to needing a better pump, or pumps. Are you suggesting that two pumps like the Lightning's can be placed in place of the single unit there now?

 

[BeauJ]

Rob, what exactly do you mean by "...

I look forward to needing a better pump, or pumps. Are you suggesting that two pumps like the Lightning's can be placed in place of the single unit there now?

I don't know if the Lightning ones are compatible, but you should be able to use a dual intank mustang setup. If you aren't going over 11 PSI, stick with a single 255.

 

[BeauJ]

Rob, out of all the times I've harassed you about the XB you've never said where you go it. I don't even see the kits in magazines/online. There is one guy on eBay who does a trade program from the BD to the XB for 1800. Still alot.

 

[james t]

www.superchargersonline.com

 

[rocket 5979]

Rob, out of all the times I've harassed you about the XB you've never said where you go it. I don't even see the kits in magazines/online. There is one guy on eBay who does a trade program from the BD to the XB for 1800. Still alot.

That guy on Ebay should be shot! CRIMINAL! I think it was about a $500-$600 upgrade to go from one to the other while ordering from superchargersonline.com. I talked to John Moshy, if he still works there. Also call them up and do all the negotiating. Dont do it through the net as there can be miscommunications. I dont remember anyone just coming out and asking me where I got mine. lol.


CDW- I would go with a dual mustang pump setup. The L pumps should word but I would stick with the more brethren vehicle of the two. It will require a little clearancing but duals will fit. a single 255 lph pump should be good for 95% of people out there, but if you plan on going big then duals would be a good investment early on, so you dont have to do the same relative job twice.

 

[CDW6212R]

Okay Robert, that answers one of my two implied questions. I didn't know if anyone had installed two pumps in the tank.

My main question is then how are the fuel lines routed into and in the tank? Mounting two in place of one sounds easy, but how are the lines routed?

Are the Cobra and Lightning pumps run in parallel, into one large outlet line? I gather that the Cobra and Lightning pumps are powered separately. Thus wiring and control are issues also. Those Cobra and Lightning PCMs use one pump as supplemental fuel, but is it through a separate fuel line.
I'm not there yet, but planning should be done in advance.
Regards,
Don

 

[rocket 5979]

Okay Robert, that answers one of my two implied questions. I didn't know if anyone had installed two pumps in the tank.

My main question is then how are the fuel lines routed into and in the tank? Mounting two in place of one sounds easy, but how are the lines routed?

Are the Cobra and Lightning pumps run in parallel, into one large outlet line? I gather that the Cobra and Lightning pumps are powered separately. Thus wiring and control are issues also. Those Cobra and Lightning PCMs use one pump as supplemental fuel, but is it through a separate fuel line.
I'm not there yet, but planning should be done in advance.
Regards,
Don

Oops sorry for not answering your other question. The fuel line is routed the same into the tank as a normal one is. The fuel pumps are routed both for power and for fuel lines in a parrallel circuit. That way they function as one cohesive unit. The PCM doesnt identify them as separate fuel pumps and thus control them separately, it merely increases and decreases voltage to them while monitoring the FPS "fuel pressure sensor", making sure that the injectors are getting enough fuel. To keep it all in laymens terms, they function as one fuel pump more or less. How they fit is easy. Think of them mounting in the fuel tank on what looks like a submerging stick. Where one used to sit on one side of it, another now resides on the opposite side. They have their separate pickups and in-tank filters but after that they go into a Y pipe and through the single fuel line out of the tank. Try for the SVT Focus pumps. They are a direct replcement (wiring clip and all) for the mustang GT's, so with a little luck the clip will be the same for ours. If it is not then the process for changing the QD clip out is not painstaking or anything. I hope that answers your question.

 

[rocket 5979]

Oh another BIG thing to mention is that in 99 Ford switched from return fuel to returnless. For you 96-98 return fuel system V8 bubba's it is real easy. Just go to Walbro and buy two Walbro GSS342 255 lph fuel pumps and an adjustable fuel pressure regulator and have at it. The return fuel guys have it a little easier in terms of being able to work on their fuel system components like the carbed guys versus the FI debate is. Returnless fuel tuning is handled all through the PCM and voltages and readings off of the FPS and then finetuned through the injector pulse width once the fuel reaches the rails. The return fuel guys will have a steady fuel pressure whether adjusted high or low with the adjustable fuel pressure regulator and then that constant pressure will reach the rails and be finetuned through the injectors too. The return fuel guys also have the availability to use whats called an FMU "Fuel Management Unit", which basically acts off of boost vaccum in the intake manifold and lets less fuel return to the tank upon sensing more boost pressure in the intake, thus keeping more fuel at the rails for the injectors to deliver so as not to run lean. I know some of you guys already know this. But it is good gouge for the newer guys and girls.

 

[CDW6212R]

My Ford shop manager had suggested that the extra pumps didn't run unless needed.
He could be wrong, it was just his guess.

Then the fuel line, entirely from engine to pumps needs to be bigger. The long lines would be relatively easy to change. The connections, and the tank inlet lines would be harder to enlarge.

Robert, how sure are you that the fuel pump wiring can supply enough power to two pumps, and is the PCM sensitive enough to maintain the proper pressure?

My project will be my 98 Mountaineer, which has a different PCM, fuel system, and wiring. I'll consult with our two PCM tuners here about the two fuel systems also.
Thanks for your thoughts,
Don

 

[rocket 5979]

Hey Don read above. I just posted that like 2 seconds ago so it most likely wasnt there when you read the last post.

 

[CDW6212R]

One of the PCM tuners has already suggested to me that I should add an FMU to get the vehicle to a dyno, for the PCM to be tuned. I hope to use the least amount of crutches as possible.

One of the Mustangs(1995 and down) weaknesses is its poorer driveability with boost, relative to an OBDII vehicle. I don't want an aftermarket boost retard ignition, FMU, etc.
Don

 

[CDW6212R]

Email tag, my Incredimail checks every three minutes. I see we are on the same page.

I'll have to get my 93/99 mail vehicle done first. Then I can look into brakes, transmission, exhaust, cooler. After all of that maybe I will have found a Kenne Bell 2200 blower.
Regards,
Don

 

[rocket 5979]

My Ford shop manager had suggested that the extra pumps didn't run unless needed.
He could be wrong, it was just his guess.

Then the fuel line, entirely from engine to pumps needs to be bigger. The long lines would be relatively easy to change. The connections, and the tank inlet lines would be harder to enlarge.

Robert, how sure are you that the fuel pump wiring can supply enough power to two pumps, and is the PCM sensitive enough to maintain the proper pressure?

My project will be my 98 Mountaineer, which has a different PCM, fuel system, and wiring. I'll consult with our two PCM tuners here about the two fuel systems also.
Thanks for your thoughts,
Don

I would not think the fuel lines would need to be bigger really. Just push more fuel through the existing lines due to more psi . Getting bigger lines would be beneficial for a high horsepower monster, but for most I doubt they would require it. Also it would not be superhard at all to make the outlet on the tank a little bigger with a dremel tool and some patience. The second pump will just allow a better safety net when in the boost so as not to run lean and kill the engine. Most of th etime people will not need the extra flow of the second pump, but it is sure nice to have there when it is needed. The second pump I am almost 99% sure runs all the time too. The reason being is that if one is ran more than the other then they will wear improperly and will run into replacement and troubleshooting issues when dealing with the fuel system. Also fuel surging would be a problem with the second pump shutting on and off. The fuel pumps dont require aloooot of energy. But if you do feel like you need the extra kick then try something electronic like the Kenne Bell Boost a pump. All it does is senses boost and then ups the voltage manually. Kind of like an electronic FMU but at the pumps instead of at the rails. That may be a bad analogy, but it is the best comparison I can come up with at this time to give an idea of what it does.

 

[CDW6212R]

I have looked at the fuel lines, and they are small. They are different sizes, and neither of them is 3/8".

I have dealt with factory plastic lines, and their connections. I installed a 1988 Mustang engine into a 1986 P71 Crown Vic. I won't mess with those plastic/metal unions again. I'll use some aftermarket stainless lines.

I would plan to use the larger factory supply line as the return line, and add a 3/8" line as the supply line.
Don

 

[rocket 5979]

Email tag, my Incredimail checks every three minutes. I see we are on the same page.

I'll have to get my 93/99 mail vehicle done first. Then I can look into brakes, transmission, exhaust, cooler. After all of that maybe I will have found a Kenne Bell 2200 blower.
Regards,
Don

Just keep an eye on the 2200 for the 5.0. I have heard that some dont really perform up to par as well on the 5.0 application compared to the 4.6's. I think the rotor design was different back then and was alot less efficient. Just giving ya a heads up. The KB Blowzilla was the first option I looked at when I was building my 5.0 explorer a few years ago. I went another route. But it is not to say that the older KB's are garbage. Most I hear are happy with them. It is all just a matter of what a person wants. Talk about a drop in supercharger though! GOSH! Pull top 5.0 plate off explorer, pull 8? I think bolts for upper plenum. Yank upper, drop on gasket and sealer for KB and settle into place. Replace and tighten bolts and a few mor things and walla! Alot easier to get to the guts for the KB 5.0's compared to the KB 4.6's that sit alot lower on top and need to replace everything from the heads up.

 

[rocket 5979]

I have looked at the fuel lines, and they are small. They are different sizes, and neither of them is 3/8".

I have dealt with factory plastic lines, and their connections. I installed a 1988 Mustang engine into a 1986 P71 Crown Vic. I won't mess with those plastic/metal unions again. I'll use some aftermarket stainless lines.

I would plan to use the larger factory supply line as the return line, and add a 3/8" line as the supply line.
Don

That sounds like a good idea for the lines. For something so relatively small, you might as well do it right and not skimp in this process. Stainless lines are the only way I would go. I remember looking at the stocker lines for something. I forget what it was. Oh wait a minute. That was when I was looking at the Schrader disconnect/depress. so I could drop the tank and install the Walbro pump on the 2000 5.0 X.

 

[CDW6212R]

So you're not yet into the supercharger? I wish the 4.6 would bolt into the 2nd generation chassis.

I've always thought that the narrow frame in a truck was a poor idea. I wonder if it is a weight saving idea. The bottom line is that the frame is too narrow for a larger engine, and really too narrow for the existing headers.
Don

 

[rocket 5979]

So you're not yet into the supercharger? I wish the 4.6 would bolt into the 2nd generation chassis.

I've always thought that the narrow frame in a truck was a poor idea. I wonder if it is a weight saving idea. The bottom line is that the frame is too narrow for a larger engine, and really too narrow for the existing headers.
Don

Heck I got at least another 6-7 months before I can even think of officially starting my 4.6 KB buildup. Still overseas. The 2nd gens though are built small have alot more options for power than the 3rd gens do. The 5.0 has a venerable buttload of parts! The 4.6 is catching up and all, but it still is not yet like the 5.0 is. Those 5.0's can be MONSTERS when done right! They are lighter too! In a lighter vehicle too! With a 4R70W tranny with a huge aftermarket for it! The 5.0 Explorer is WAAAAAAAAY ahead in the moddability department when compared to the 4.6 new gens. My two biggest worries are the tranny issues, and breaking the rear axles with that IRS crap! IRS ride is good, but a PITA to find halfshafts. Unlike the solid rear axles you all have where you can just swap in a built 9" unit of choice and rock on with 700rwhp.

 

[CDW6212R]

A TransGo technician informed me that the 5R55W is still a derivitive of the A4LD.

I had thought that Ford would have built it with the strength capacity of the AOD, C4, and C6. Evidently, Ford tried to maintain the parts sizes as comparable to the 5R55E. Meaning that there are still inherent issues with strength.

The AOD has been developed over 25 years into a very dependable performance transmission. The 5R transmissions may never be as dependable.
I hope to find an Aviator some day, and hopefully it's five speed will be able to take the newer Cobra power.
Regards,
Don