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2012-2013 Boss 302 Mustang
Running a bit hot with the supercharger... anyone make a lower thermostat?
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<blockquote data-quote="guarnibl" data-source="post: 12494117" data-attributes="member: 33086"><p>First off -- let me thank everyone for taking the time to reply to my thread -- much appreciated <img src="data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7" class="smilie smilie--sprite smilie--sprite1" alt=":)" title="Smile :)" loading="lazy" data-shortname=":)" /></p><p></p><p>Is it not heat that causes spark knock? Perhaps I'm just misinformed but I always thought that the volatility of 91 octane meant that the higher the temperatures, the more likely you were going to have spark knock / detonation. I.e., heat is your enemy. I can't be hitting 230-240 on 91 octane with 15 pounds of boost. It'll blow up. But if I ran 93 -- I could probably run closer to those temperatures, and wlel 100 Octane much higher temperatures. I.e., the cooler I keep the motor running the more likely I can run those boost levels on 91. Also, wouldn't cylinder head temp be more important than water temp anyway.</p><p></p><p>My goal is to achieve the coolest running motor possible on the 2.3 whipple with the most amount of boost possible on 91. Meth injection will be used but only as a safety precaution -- I don't want to NEED it. I'm planning on running race gas ALWAYS but don't want to NEED it if I drive the car on a longer trip. I don't mind paying $8.99 a gallon to fill up race gas every time -- but it's not reasonable to find race gas if I'm driving it further than around town. E85 isn't an option -- the fuel mileage means I would be filling up every 100 miles and would never be able to take the car long distance. </p><p></p><p>John Lund is a mail order tune as well unless we're talking shipping my car. There is no difference from what I am running vs what you are recommending. I have done remote tuning sessions with my tuner (Comp Auto -- who did a FRPP kit on a 2012 LS and were featured in Mustang Magazine) -- it's not like just fly by the seats of your pants and hope it's right. We're doing the street tuning first and then the dyno pulls after. </p><p></p><p>Again, Kooks headers should drop me another 2 psi. </p><p></p><p>The plan is (as of right now) : </p><p></p><p>#1 -- 100 octane for day to day (just around town) but 91 useable for longer trips (perhaps a secondary tune and swap to a bigger pulley?) </p><p></p><p>#2 -- Tiger racing hood. </p><p></p><p>#3 -- Extreme duty radiator (FRPP sells it)</p><p></p><p>#4 -- AFCO dual pass heat exchanger w/ dual fans and black thermal coat</p><p></p><p>#5 -- Profit?? </p><p></p><p>As I said -- we're doing the street tuning first and will be running it on a dyno ASAP. We haven't driven the car more than like 500 feet a few times since putting the new pulley on and we are running race gas in it right now to ensure it doesn't detonate. No one in Phoenix uses SCT and no one here really are mustang guys -- everyones chevy here. As such it made sense for me to go to CompAuto since he's done a LS Boss with the 2.3 kit before. </p><p></p><p>But yeah, I know I need 80's for more than 650 to the wheels. Comp auto saw 650 at like 14 PSI i think on pump 93 but they were running out of fuel... so I figured at 15-16 it should be doable to get to 700-725 with race gas (assuming 80's). Initially I thought we could do it on 91... but maybe not.</p></blockquote><p></p>
[QUOTE="guarnibl, post: 12494117, member: 33086"] First off -- let me thank everyone for taking the time to reply to my thread -- much appreciated :) Is it not heat that causes spark knock? Perhaps I'm just misinformed but I always thought that the volatility of 91 octane meant that the higher the temperatures, the more likely you were going to have spark knock / detonation. I.e., heat is your enemy. I can't be hitting 230-240 on 91 octane with 15 pounds of boost. It'll blow up. But if I ran 93 -- I could probably run closer to those temperatures, and wlel 100 Octane much higher temperatures. I.e., the cooler I keep the motor running the more likely I can run those boost levels on 91. Also, wouldn't cylinder head temp be more important than water temp anyway. My goal is to achieve the coolest running motor possible on the 2.3 whipple with the most amount of boost possible on 91. Meth injection will be used but only as a safety precaution -- I don't want to NEED it. I'm planning on running race gas ALWAYS but don't want to NEED it if I drive the car on a longer trip. I don't mind paying $8.99 a gallon to fill up race gas every time -- but it's not reasonable to find race gas if I'm driving it further than around town. E85 isn't an option -- the fuel mileage means I would be filling up every 100 miles and would never be able to take the car long distance. John Lund is a mail order tune as well unless we're talking shipping my car. There is no difference from what I am running vs what you are recommending. I have done remote tuning sessions with my tuner (Comp Auto -- who did a FRPP kit on a 2012 LS and were featured in Mustang Magazine) -- it's not like just fly by the seats of your pants and hope it's right. We're doing the street tuning first and then the dyno pulls after. Again, Kooks headers should drop me another 2 psi. The plan is (as of right now) : #1 -- 100 octane for day to day (just around town) but 91 useable for longer trips (perhaps a secondary tune and swap to a bigger pulley?) #2 -- Tiger racing hood. #3 -- Extreme duty radiator (FRPP sells it) #4 -- AFCO dual pass heat exchanger w/ dual fans and black thermal coat #5 -- Profit?? As I said -- we're doing the street tuning first and will be running it on a dyno ASAP. We haven't driven the car more than like 500 feet a few times since putting the new pulley on and we are running race gas in it right now to ensure it doesn't detonate. No one in Phoenix uses SCT and no one here really are mustang guys -- everyones chevy here. As such it made sense for me to go to CompAuto since he's done a LS Boss with the 2.3 kit before. But yeah, I know I need 80's for more than 650 to the wheels. Comp auto saw 650 at like 14 PSI i think on pump 93 but they were running out of fuel... so I figured at 15-16 it should be doable to get to 700-725 with race gas (assuming 80's). Initially I thought we could do it on 91... but maybe not. [/QUOTE]
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2012-2013 Boss 302 Mustang
Running a bit hot with the supercharger... anyone make a lower thermostat?
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