Dan Hourigan (Sinister) just finished tuning his 2002 L tonight and squeezed out some good numbers from the KB!

Initial impressions of the blower were a little disappointing, as the fit and finish are no where near that of the Works blowers. The installation required a little "customization" (trimming the brackets on either side of the blower to clear the studs) and the finish is "really poor." Dan would have tuned the truck yesterday when he first installed the blower, but the KB spewed all of its oil and made a big mess. Turns out the top row of bolts on the snout fitted by Autorotor were bottoming out in the case because they were too long. KB came to the rescue and recommended using some M8x45mm bolts for the proper snout-to-case seal. Dan finally had time to play with the tune after taking off the blower, pulling the snout, cleaning everything out, re-sealing, re-installing, and re-filling with oil. But enough about the boring stuff - I know you all want to see what Dan and the KB can do. Here are the results of his work - very impressive!

2002 L
9" lower pulley, 3.5" upper, 15 psi
filter kit
170 thermo
e-fan
magnaflow muffler
Dan's chip with 16.5 degrees timing

Conditions
63 degrees, 27.7", 13% humidity
Altitude: 2300 ft
91 octane (oxygenated winter gas)

Dyno Results (SAE Corrected)
463 rwhp
541 rwtq



Stay tuned, the 3.25" upper pulley might go on soon! Dan also plans to test a Works 140 and do a real back-to-back shootout. Drop him a line if you would like more info about the KB's performance. He can also tune any of your L's, Harleys, Cobras, or almost any Ford I think. I'm sure he'll chime in and post here as soon as he's done terrorizing the roads with his new toy!

 

WTG

 

it's early, and I literally just rolled out of bed, AND I have been on alot of meds since the dogbite, but am I missing something?

I'll have to go re-read the post again after wake up fully, but what's with all of the problems with the KB install? is this common?

and no disrespect BMWBig6, but what's with those numbers? my truck did 433/550 on the stock eaton with a 6lb lower?

again, I appologize if I'm missing something obvious, let me go get some caffiene and a shower

later,
chris

 

I'm sorry but I'm not impressed with these numbers. I made 407/517 on a stock Eaton and 12 lbs. of boost. I thought the KB would make an extra 80 HP and over 100 lbs. more torque at 12-14 lbs. of boost.


Jerry

 

It is incredible how much that tune has to do with the bottomline.
FYI - (nothing against your tuner), my tuner Willie Figueroa did this:

KB, 16lbs boost, 14 degrees timing, a/f out of the gate 15 with an immediate drop to the 12's and a level in mid and high RPM's to 12.1 the result 496/562 all on 93 octane. We found that the 16lbs out of the KB maxed my injectors (stock), with 50's or 55's I would have easily pulled 530+ hp, but I am not going that route until I loose the stock lower and build myself a bullet proof engine.

The day, we (zoo crew, six L owners in South Florida) had our dyno's/tunes done by Willie we all saw significant increases in hp and torque over already good tunes from other L tuners. When it comes to tuning KB's he is in my opinion one of the best!

Good Luck with increasing that boost!

D-Day




Jerry, believe it or not, boost isn't always the answer to higher numbers. Take my scenario for example. Willie told me to either reduce boost to the 13-14 range or invest in the larger injectors to see the mid 500's in hp. All that boost coming out of the KB just overwhelmed the 42lb stock injectors. Another big factor is the timing, some tuners get real aggressive with timing too, raising the bar on risk, but pulling some big numbers.

 

I also noticed the plots were SAE corrected, which is a much better correction to use. Everyone else around here uses STD correction which inflates the numbers.

 

Let's not forget he's at 2300 ft with crappy winter-formulated gas. Ask the CA guys how they like their 91 octane. And 15 psi of indicated boost at that altitude is more like 13.5 psi at sea level.

 

I am not sure, however I believe those #s corrected for altitude and temp, not for humidity.

I don't know if humidity affects the KB as much as it does my Eaton.

The thing that bothers me is the lack of Quality Control at KB. Why can't KB put a Blower on a Blower Dyno and check it out before shipping? I hope you send them a bill for labor.

Jim

 

Since I almost exclusively create "on site" calibrations here in Vegas, I can only comment on my experiences. I've done calibrations for just about every performance oriented Ford out there, from bone stock Lightnings to 500+ rwhp twin screw versions (Works and KB).

Typical chip / filter / plugs / 6# pulley guys leave the shop with 390-400 rwhp and 490-500 trq (SAE correction, 91 octane). My truck was no exception, as I was making 398/507 on my street tune with the following mods:

6# pulley
filter kit
Densos
E-Fan
Magnaflow Muffler
Autologic chip w/ my cal


I bolted on the KB with same lower (6#) and used the 3.5" upper. I had very little to do in terms of calibration tweaks, but controlling fuel when the meter pegs is a difficult task. The truck made an easy 450+ rwhp, and that was the result of 15 psi (vs 13 on the stock blower) and the same spark advance.

The twin screw blower, whether it's Works or KB, really shine from 4000+ RPM. In my experience, they don't seem to have the punch of a stock, or perhaps Works 112 blower from 2000-4000 RPM. Like I said, I'm real happy with the results, but to get any more greedy with the 3.25" pulley may not make sense. I'll definitely need a meter with more range, some 55# inj, and a couple of Focus pumps (yes Focus pumps).

 

reality1 - yeah I was a bit disappointed, as it left a nice green oil all over everything!! I've been around long enough and bolted on enough aftermarket parts to maintain a level head when things go wrong. JLP was on the scene ready, willing, and able to help. I told him the top row of bolts seem to be "bottoming out", and the next day a bolt pack showed up from KB with instructions.

My only real gripe is that nobody gave me a heads up, as it's definitely happened before. Has this come up with other KB users?

 

Those aren't bad numbers for crappy 91 octane winter gas. We run that stuff here in OK, and my SOTP dyno can tell a BIG difference from when I fill up in GA, and that's on a stock L. I can't imagine the impact on a modded/tuned L.

Is it my imagination, or do the injectors seem to max out at about 4800 rpm?