Fast forward to today, when there is a TKO 500 transmission sitting in my garage. Sitting next to it is the bell housing, fork, driveshaft spacer and on top is an MGW shifter with the handle. Also in the same area is a Vortech V3 Supercharger, an intercooler, two additional pulleys and a mondo bypass valve. There's also a mess of piping, couplers and clamps to go along with it. To say this was the deal of the year would be a complete understatement!!!
If you've been following along, you know that I've become very familiar with the Moates Quarterhorse and binary editor. I've been building the calibration in a way that it should accept a power adder with no problem. That portion of the calibration should essentially 'come alive' once boost is added. I've also just remedied the voltage drop between 4 and 6k RPM during a WOT acceleration. Voltage drops are not good for fuel pumps at all. Pumps want to see a constant 14v to perform adequately. Thats why Kenne Bell and Vortech created regulators that keep pump voltage constant under all conditions and even provide a way to increase pump output with a boost reference. I'm going to need to do some upgrades to accommodate the supercharger. The transmission installation should be much more kind.
Fuel System
I'm going to also include the Mass Air info here, because it is essentially what the calibration will use to determine fuel delivery. I currently have a 2004 F150 90mm mass air sensor installed in the car. The curve won't be enough for the additional air flow of a supercharger. Besides that, I would really like to use an 05+ mustang slot style mass air sensor in a blow through configuration. The piping is 3 inch and I'm not so sure that the curve is adequate. I may have to go with an HPX sensor, which has some pretty serious values for the transfer curve. More on this later!
I already have Siemens Deka 60lb/hr injectors installed. Stock fuel rails, a Kirban adjustable FPR, stock lines and a Walbro 255LPH in tank pump are installed as of today. The pump is not the high pressure / high volume pump. I did use Earls fittings on the stock rails to go to -6AN Fergola braided stainless line. They mate to Earls fittings on the hard lines on the firewall. Feed and return are both -6AN. The feed at the firewall is 5/16 and the return is smaller. See my blog about the fuel lines / fire hazard fix! What is interesting is that the fuel hat / hanger assembly has a 3/8 feed and a 5/16 return. I also know that the pump won't be enough. The plan is to upgrade to a Walbro 400LPH pump (Walbro 39/50 DCSS 400LPH F90000262). . This will also require that I upgrade the wiring to the pump. I'm going to run 10GA power wire from the battery, or a dedicated 12V source, to a 40A relay. I'll use the existing positive lead going to the pump for the signal wire to that relay. The output to the pump will be 12GA. I'll also have a 12GA ground wire going to the frame. That should ensure that the wiring can handle the draw of the bigger pump! The fuel rails shouldn't need to be upgraded. The fuel lines should also be good to 500HP, which I'll never see. Should is the key word. I may use a 3/8 to -6AN fitting for the feed line on the fuel hat and run a new 6AN line to the front where it meets the existing 6AN line via a union. Still undecided on that as well. Those are my thoughts on the fuel system.
Supercharger and intercooler
The supercharger is made for a 94 95 mustang, so the discharge is aimed at the throttle body. That doesn't leave much room for the bypass and blow through mass air meter when not using the intercooler. I also think that the intercooler I have is too big - its 4 inches thick, passenger inlet and drivers side outlet. There would be no way to take the output of the supercharger and run it to the intercooler and the output of the intercooler to the throttle body. There's just no room. What I would like to do is to exchange the v3 for a straight discharge head unit. Then we could run it into the fender to the intercooler and have the intercooler come back the same way. That would also require a same side inlet outlet intercooler. Its going to require a lot of fab work for the piping, but it would work! Someone even did it already, which gives me confidence. Here's the link to his ride: http://www.vortechsuperchargers.com/page.php?id=45341
Ideally, with some additional piping to the intercooler, I'll be able to set up the blow through MAF and a Blow Off Valve rather than a bypass. We shall see. More to come on this!
Transmission
When I pulled the transmission, I read the tag and it said TR3550. At that point I didn't think it was a TKO500 as the guy claimed it was. That would also be a 1k price difference. I was certainly disappointed. After I got the trans home, I tried to look up the part number on the TR3550 reference page to see the gear ratios and couldn't find the part number there. Then I ran a search for the part number that was on the tag - TCET4615. When I looked that up, I showed an American Powertrain TKO500!!! I had the trans, bell and fork as well as a driveshaft spacer. I also have the yoke for the driveshaft! The trans has the 10 spline input shaft so it should fit right into the RAM HDX clutch I have installed. That clutch should be good to 450HP, so I'm not going to change it until it slips - if it does slip. I'm a big fan of RAM and I trust that it will be good to the 450 mark! The MGW shifter I'm going to try and trade for a Steeda Tri-Ax shifter. I really like the Tri-Ax. I have that shifter on my T5 and my T56 in the 03 cobra. Did I ever mention I have a terminator? That car is also a convertible.
Mustang week is about a week away, so I'm not changing anything. I'm just going to clean the car up for the ride. When we get back, I'm going to get started with the upgrades.
Trans and driveshaft yoke Install
Upgrade Fuel pump and wiring
SC, BOV, MAF, brackets, and intercooler - this may be a winter project
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