So why are you going twin turbos ? That supercharger setup was one of the best around especially with your tweaks ?

Just curious since your stuff is always top notch mechanically and cosmetically. So why exactly are you changing things. Thx

 

So why are you going twin turbos?

I'm just kind of curious why you're asking now, considering I made this decision over two years ago..... Is it because I haven't posted much on my plans to go this route and you did not know until recently???

That supercharger setup was one of the best around especially with your tweaks?

My original 305 was rebuilt Fall 2001 / Spring 2002. At that time, I had a Paxton. The engine had around 110k on it. It was Winter 2002 when I went with the D1SC and single 3-core intercooler. In the fall of 2003, I sheared the crankshaft keyway which necessitated crank replacement. So basically the engine was rebuilt again. This time, I strenghened everything I possibly could on the block, including a four-bolt conversion with splayed outers and studded inners. However I made the mistake of choosing a 4340 Scat crank (more later). The in the spring of 2004, only six months or so later, the new crank snout decided it wanted a divorce from the rest of itself. Yep, a two-piece crank with only 1,700 miles on the engine. Luckily, it divorced itself when I was near idle, so no catastrophic damage was done. Only bent pushrods, bent valves and slightly notched pistons. But still, it was another rebuild. Upon teardown, there was no evidence why the snout sheared off. I ran the same supercharger with the same belt on my prior engine with the STOCK crank for many more miles before the BALANCER gave out and tore up the crank keyway. So, with no evidence, I was very leary about putting the same supercharger on a THIRD rebuild. All this was eating my wallet alive and my wife told me that if it were to happen again, we would not rebuild, we would sell the car as parts... That was enough to go a different route.

In retrospect, I don't think I would have gone the TT route. It turned out far more expensive that I'd anticipated basically because of all the custom work that was required. The engine was rebuilt a third time, aka "Rebuild 2004", at which time I decided to retire my car from daily service. I decided it would be used sparingly and only on good weather days. I installed Rebuild 2004 back into the car in October, 2004. From then to December, 2005 (with no power adder), I put on 1/2 mile on the odometer!! I basically lost interest. I also purchased many of the turbo parts on October, 2004. I opened the boxes, inspected the parts, resealed the boxes and put everything in storage. Around Thanksgiving last year, my wife asked me what my plans were for the car. Basically, she said use it or sell it. So last December (still no TT), I put the car back on the road, tuning the newly converted 749 ECM with $58 code. I got it running well, passed emissions and re-registered it. I drove it like this for one week, put 300 miles on. She ran great!! Then I parked it again, ready for the TT setup to be installed. This took from January until two weeks ago (mid-August)!! I'm back on the road again but need to continue the tuning process but this time my boost "half"..!!!

Hope this explains why I did what I did... and here's a pic of my almost completed project.

 

Nice set up! Are they custom exhaust manifolds? Do you have any more Pics?

I know what you mean about the car sitting for a while. I just finished installing a Procharger 3 core intercooler for my Vortech. I started the install 3 years ago.

 

Willie,

I am sorry for making you rehash all this, had no idea you been through that many rebuilds. I knew of the Paxton and the twin intercooled ATI but had no knowledge of the snapped crank snout.

Obviously the TT setup would put let less stress as in the engine is not driving the power adder, at least not mechanically. I'm assuming here that turbos create more power (especially since you have two of them) with no parasitic power loss. I have heard some astronomically high power numbers with this type of setup so the sky is the limit.

If you didn't have traction problems before you will now unless there is a turbo lag.

Anyway I thank you for the info and thank you for being so thorough and for being such a wealth of knowledge and lastly for being the guinea pig

 

Come on, tell the truth...it's because Turbo's are better...

 

Nice set up! Are they custom exhaust manifolds? Do you have any more Pics?

Thank you. It sure took some time to get there..... The manifolds are Banks. I have a few more pics. Anything specific?


....I knew of the Paxton and the twin intercooled ATI but had no knowledge of the snapped crank snout.

It was about this time when I lost interest and basically stopped posting here. I did keep up with moderating my two forums though but never anything about myself and my project. As far as the Paxton is concerned, the only thing I gained from that experience was water injection. Today, it's a progressive methanol system I have yet to try. On the twin IC Procharger setup, the ICs are still on the car with altered ducting, each feeding from one turbo.


I'm assuming here that turbos create more power (especially since you have two of them) with no parasitic power loss.

Very little loss anyways. Today, it seems more and more people are going the turbo route. In fact, on one of the Ford forums I frequent (I do own an '03 Cobra), many supercharged Cobra owners are dumping the supercharger in favor of turbos for very serious power gains.


Anyway I thank you for the info and thank you for being so thorough and for being such a wealth of knowledge and lastly for being the guinea pig.

Always glad to share results and you're welcome. Oink, oink!

Willie

 

Willie,
So when does the turbo hit the Cobra????? There is a guy locally that is running high nines with a single turbo cobra. He hasent even lifted a valve cover yet.

 

Willie, first let me say your original engine & exhaust setup inspired my project. Having said that, your current setup is sick as well! I haven't turned the key on my project yet but wanted to ask did you tune the $58 code without forced induction on purpose (easier to do)? I mean in theory you would want the engine tuned on it's own then introduce the power adder. But in my case would it be that much more difficult to tune with my P1SC already bolted up? I have a COMPLETELY new setup from the rear end up to the water pump and am starting with my repinned 730 and $58 code. Input appreciated. Feel free to move my post to DIY Prom if need be.

 

Willie,

I am planning on sending my car to a shop this week to get the 305 rebuilt with forged internals. Keeping up with the pride of the 305 !

I will be once again running the D-1SC 10 # boost as I once did for 2 years.

Just to let you know, my crank break was inside the engine and not the snout.

Do you advise against the use of the D-1SC once the engine has the forged internals? Note that the shops policy is to blueprint and balance the engine and will give a 1 year warrentee.

Hope to keep this one going!

 

So when does the turbo hit the Cobra?????

Grover,
It doesn't. My family's limit is only one extremely fast car. Besides, it's kind of cool to say I own one supercharged and one turbocharged car....


.... did you tune the $58 code without forced induction on purpose (easier to do)? I mean in theory you would want the engine tuned on it's own then introduce the power adder.

AC,
In my case, I really did not have a choice. I wanted to try my 165-to-749 conversion first. I did not permanently repin to make this conversion. Instead, I built three plug-and-play harnesses. The ECM harness was built using a gutted 165 box, retaining only the two connectors and the box itself (see pic). Within the box, I installed a pair of 15-pin DINs, one for a 749 and the other for a 730. This way, I could test using two different ECMs. The second harness is a MAF deletion / MAP inclusion harness. The third is for the knock sensor circuitry. Having completed making these about one year prior to installing the turbo stuff, I installed it and tuned it. I then knew that if I had any problems after installing the turbo stuff, I could eliminate the ECM/tuning as a possible cause. I like to make one change at a time....


But in my case would it be that much more difficult to tune with my P1SC already bolted up? I .... am starting with my repinned 730 and $58 code. Input appreciated.

It shouldn't be any problem at all. Here's some reassurance: Since bolting the turbos and datalogging on the vacuum half, I've found my parameters, i.e. V.E. tables, are just about perfect. Results are nearly identical from the pre-turbo days. For most guys, no tweaks would be necessary. But for me, I'm going to play with it just a little.


....Do you advise against the use of the D-1SC once the engine has the forged internals? Note that the shops policy is to blueprint and balance the engine and will give a 1 year warrentee.

Sean,
No. You may not need 4340 parts but as long as you're in there, go with a stronger forging than stock.

Willie

 

Thanks Willie, I am glad you are still positive with the D-1SC.

The car left to the Performance Shop today. Link:

L&S Automotive

They were recommended by a Thirdgen enthusiast at Thunder Racing.

As you, I do not want to have to go through this again so the arrangement was for all forged internals. Hopefully the block is still good!

Will update on future posts once I see where it is going.

The owner was impressed with the set up and appears to be enthusiastic about forced induction applications. He does alot of work on supercharged Ford vehicles.