First 2011 5.0 Turbo Kit

[cobra20sc]

I agree with that. What we're talking about here is engine failure due to preignition/detonation/knocking however you want to term it. It is a function of several things but in the end, its all pressure and temperature and the fuel suceptibility (based on characteristic such as octane rating) to combusting unpredictably under these conditions. And 115F cylinder head temperature is not the magnitude of temperature we're talking about here but more like +2000F combustion flame temperatures.
While static compression ratio is certainly one design factor in making forced induction work, its only one part of the picture. Dynamic compression (includes static compression as well as cam timing and inlet system pressure drop, or rather in this case pressure rise) and compressor characteristic of the turbo or supercharger and any intercooling are all part of that equation. Definitely much more involved than the compression ratio rule of thumb.

 

[Chevy_Guy]

I agree with that. What we're talking about here is engine failure due to preignition/detonation/knocking however you want to term it. It is a function of several things but in the end, its all pressure and temperature and the fuel suceptibility (based on characteristic such as octane rating) to combusting unpredictably under these conditions. And 115F cylinder head temperature is not the magnitude of temperature we're talking about here but more like +2000F combustion flame temperatures.
While static compression ratio is certainly one design factor in making forced induction work, its only one part of the picture. Dynamic compression (includes static compression as well as cam timing and inlet system pressure drop, or rather in this case pressure rise) and compressor characteristic of the turbo or supercharger and any intercooling are all part of that equation. Definitely much more involved than the compression ratio rule of thumb.

Good info thanks. So what we are talking about is using meth injection to deal with one problem associated with forced induction on high compression motors.....not a cure all that will keep the motor together for ever. I didn't even pick up on the 115* head temp thing, lol. I have a 2,000 degree EGT gauge for a reason.

 

[StuckInNYForever]

This will work well on the Boss coming out soon. With it's forged internals, the boost can be turned up past 10psi most likely (I hope I'm not just being optimistic), and we should see close to 750hp (over 650hp to the wheels). I'm drooling already. I think the GT500 is already obsolete!

 

[Tonytone]

This will work well on the Boss coming out soon. With it's forged internals, the boost can be turned up past 10psi most likely (I hope I'm not just being optimistic), and we should see close to 750hp (over 650hp to the wheels). I'm drooling already. I think the GT500 is already obsolete!

so you think forged internals save the high compression motor from detonating?

 

[Aetos]

This will work well on the Boss coming out soon. With it's forged internals, the boost can be turned up past 10psi most likely (I hope I'm not just being optimistic), and we should see close to 750hp (over 650hp to the wheels). I'm drooling already. I think the GT500 is already obsolete!

Where did you read the boss has forged internals? I thought it was only a revised camshaft/intake(for the engine)

 

[irishpwr46]

just supercharge it.

that has to be the stupidest comment ever posted in a tech related thread

 

[StuckInNYForever]

Where did you read the boss has forged internals? I thought it was only a revised camshaft/intake(for the engine)

http://media.ford.com/article_display.cfm?article_id=33066

Some of the Boss-specific parts contributing to the Boss 302 V8’s output and durability include:

Revised composite intake system with shorter runners, inspired by Daytona Prototype racing engines, for high-rpm breathing
Forged aluminum pistons and upgraded sinter-forged connecting rods for improved strength, needed for the higher combustion pressures and engine speeds
New high-strength aluminum-alloy cylinder heads with fully CNC-machined ports and chambers for exceptional high-rpm airflow without sacrificing low-speed torque
Lightened valvetrain components to provide excellent dynamic performance up to speeds well above the engine redline
Sodium-filled exhaust valves for improved heat dissipation
Race-specification crankshaft main and rod bearings for higher load capability and improved high-speed durability
5W50 full-synthetic oil with engine oil cooler for improved oil pressure and longer-lasting lubrication during extreme racing conditions
Revised oil pan baffling for improved oil control under racing conditions and during cornering loads greater than 1.0 g



http://media.fordvehicles.com/article_display.cfm?article_id=33032

“The 302R engines come straight off our production line with the same short block,” explains Mike Harrison, Ford V8 engine program manager. “The forged pistons, stronger connecting rods and all the other refinements were already designed for racing, so it was straightforward to take what we learned on the track and apply it to the production car.”

The results using the initial engine design were encouraging, though the data pointed out potential concerns with both engine cooling and oil control. Specifically, the car needed more of both, so aerodynamic elements in the front of the car were revised to improve airflow efficiency.

Also, under the hood the Boss radiator was redesigned and plumbing changes were implemented to more effectively use the additional airflow the new fascia aero treatment was able to supply – all changes that have been implemented on standard production Boss models and the race-ready Laguna Seca cars.

so you think forged internals save the high compression motor from detonating?

I'm not really sure, but it will help. Right now, the supercharger and turbo makers are giving it 6-7 psi in extensive testing. I've also read that even though these 5.0 engines have an 11.0 to 1 compression ratio, it's not the same as having that ratio in the older single cam pushrod engines that everyone is familiar with. Time will tell, but I know I may be a little optimistic!

 

[Mr. Sonic GT.]

Well i just got my 5.0 and i will just wait and let them work the bugs out before i do anything.

 

[Tonytone]

http://media.ford.com/article_display.cfm?article_id=33066

Some of the Boss-specific parts contributing to the Boss 302 V8’s output and durability include:

Revised composite intake system with shorter runners, inspired by Daytona Prototype racing engines, for high-rpm breathing
Forged aluminum pistons and upgraded sinter-forged connecting rods for improved strength, needed for the higher combustion pressures and engine speeds
New high-strength aluminum-alloy cylinder heads with fully CNC-machined ports and chambers for exceptional high-rpm airflow without sacrificing low-speed torque
Lightened valvetrain components to provide excellent dynamic performance up to speeds well above the engine redline
Sodium-filled exhaust valves for improved heat dissipation
Race-specification crankshaft main and rod bearings for higher load capability and improved high-speed durability
5W50 full-synthetic oil with engine oil cooler for improved oil pressure and longer-lasting lubrication during extreme racing conditions
Revised oil pan baffling for improved oil control under racing conditions and during cornering loads greater than 1.0 g



http://media.fordvehicles.com/article_display.cfm?article_id=33032

“The 302R engines come straight off our production line with the same short block,” explains Mike Harrison, Ford V8 engine program manager. “The forged pistons, stronger connecting rods and all the other refinements were already designed for racing, so it was straightforward to take what we learned on the track and apply it to the production car.”

The results using the initial engine design were encouraging, though the data pointed out potential concerns with both engine cooling and oil control. Specifically, the car needed more of both, so aerodynamic elements in the front of the car were revised to improve airflow efficiency.

Also, under the hood the Boss radiator was redesigned and plumbing changes were implemented to more effectively use the additional airflow the new fascia aero treatment was able to supply – all changes that have been implemented on standard production Boss models and the race-ready Laguna Seca cars.




I'm not really sure, but it will help. Right now, the supercharger and turbo makers are giving it 6-7 psi in extensive testing. I've also read that even though these 5.0 engines have an 11.0 to 1 compression ratio, it's not the same as having that ratio in the older single cam pushrod engines that everyone is familiar with. Time will tell, but I know I may be a little optimistic!

can you please look up and read what detonation is.... then reply.
uneducated answers are answers i would rather not read.

 

[StuckInNYForever]

can you please look up and read what detonation is.... then reply.
uneducated answers are answers i would rather not read.

I'll use methanol injection if I must, and get a good tune. I leave those issues to the pro's. FastLane is already increasing boost to 10psi now, and looking at 16psi in the future. They will come up with answers related to detonation.

http://www.stangtv.com/news/video-fastlanes-turbo-5-0-2011-mustang-makes-543-rwhp/