So I got bored and finally put a little money into the truck. I added some fresh HT0 plugs (gapped .032), some granatelli solid coil wires, a larger idler pulley and 3" blower pulley.

My brisk plugs were starting to missfire at idle (perfect at throttle) so I figured I would change them along with the stock coil spring cables in the ignition coils. Stock springs average 5 Ohms resistance while the Granatelli soild wires have .5 ohms on average according to my DVOM. Granatelli says they should be .05 ohms but I've never heard of anyone actually having theirs read that little.

I also installed a 3" Whipple pulley which replaced my 3.125". 3.125 is suppose to be 10 PSI while the 3" is suppose to be 11 PSI. I never saw more then 9.5 with the 3.125 and haven't ran the truck long enough to see if I get 10.5 now on the boost guage. I did only get into it once at 30MPH, truck downshifted and spun the tires fairly good. The wideband showed 12.5 to 13.5 A/F so I shut down fairly quick. When I got home I added another 2.0 richer with the SCT handheld so hopefully it will be be around 11-11.5 WOT. I'm still on my VMP 3.125" tune.

Oh and after I installed the 3" pulley I maxed out the slider tensioner so I had napa find me a bigger idler pulley that goes after the whipple. The ones whipple provide are 1 3/4" about and napa found me a 2 1/4" pulley that worked perfect. So far no belt slip but limited WOT. I'm hoping to get a dyno run in sometime this winter as I've had a few minor upgrades since my last dyno pull whenever the hell that was.

 

Cool. Looking forward to the results. Btw the 2.0 adjust for the a/f on the SCT should take you from 12.5 to 12.3. Thats how mine works anyway. My a/f is set at 11.2 in the tune and I have end user adjustments which allow me to lean it out 2.0, 4.0 and 6.0. 11.2 plus the 2.0 takes me to 11.4.

Interestingly the best track times and highest torque on the dyno have been on the 11.2 setting. The long stroke 5.4 loves the fuel. However the highest hp readings came at 12.0. But as I leaned her out a step at a time at the track working my way to 12.0 a/f she got slower and slower.

 

I didnt realize it was only adding in .2 increments. I will have to try it and add more fuel. Part throttle under say 3-5psi is perfect still, just WOT is lean.

 

Yep. Just be careful with her. Running that lean, good boost level, fuel quality you have no control over and bam! Also need to check on MAF counts and voltage before doing any WOT pulls. Should get 440-450rwhp and 490-500 tq when you hot the dyno. I hope more, just not more than me

 

I doubt it will make that much RWHP as I have a horrible exhaust (but sounds good!!!) setup. I'm contacting JDM about getting a tune right now. I like the VMP but figured might as well try the 3rd option.

 

Ordered a tune from JDM, they said it should be about a week. I also am moving my inlet air temp sensor into the intake runner up front. Then on to the dyno so we shall see

 

Also, I had to take my throttle body off to install new coils, barely any engine oil in the whipple after installing krank vents. I think they were worth it. I may still do a catch can one day.

 

Relocated my inlet air temp sensor to intake runner 5. Big difference from stock maf reading!

Also changed my oil to motorcraft 5w50

 

Gezze sorry I didn't see this thread earlier.

Looking forward to the results.

Am gonna locate my IAT to a different position. Over the runner it heats right up when the engine is shut down. Also might have clearance issues with an 'L' Inlet elbow.

And why 5/50w? Iam happy with the Moby 1 5/20 sync

 

If it's a 3v.....might not make the vct system happy

 

I've heard the same. I was thinking of switching to 5/30 but optied not to after a conversation with Troyer.

Ross I located my temp sensor in top of the runner for cylinder 1.

 

UPDATES???

Any numbers?

Jason: Not sure if the IAT will clear the big inlet so its a pass side install.

 

It is a 3v and after 1000 miles the vct system is just as happy as any other weight oil I've ran. Also the 2013+ mustang 5.0s oil cap says 5w-50 with their vct setup.

I switched due to the fact that a blower dilutes the oil faster due to blowby and the extra pressure created by the boost pushes on crank bearings harder pushing out thinner oils. 5-20 is for fuel economy, 5-30 to 5-50 is for wear protection. Ive seen ford engineers say they recommend 30 weight but ford picked 20 for fuel numbers.

Im calling my dyno guy today to setup a time

 

I am glad to see that someone other than me realizes the value of heavier viscosity oil in a forced air inducted vehicle. Several years ago I brought this up and stated that I was running heavier oils in my FA vehicles and people looked at me like I was insane.
I totally agree with this practice.

 

From my understanding too, the Motorcraft 5w-50 sheers to 40 weight rather quick. So its not the best 5w-50 out there, but its a hell of alot better then 5-20 in my opinion.