Well, I have added most of my info to teh V10 Operating systems thread.

Here are some pics of the modified 3V TB, I am yet to finish the linkage, but removing the FBW assembly was pretty straight forward.




Sorry for the drak photo.

I am going to make a bracket to hold the outter cable and incorperate a throttle stop in it too.

Now these plastic manifolds, I am guessing won't stand up to boost of any kind.

Does anyone know where or who is making alloy ones to suit the V10's. I have found a heap for teh V8's, but they are not much good to me.

I am thinking somehting aalong the lines of the Viper style with two seperate "rails" coming into a plenum where the TB bolts to, just above the alternator.

Anyone seen anything like this before?

I also did some other work, removing the floor in preperation to continue thte rear chassis clip to the front firewall. Still requires cleaning up, but you get the idea.



Any help with the manifold would be greatly appreciated.

Cheers Ben

 

I think they can take SOME boost, most of the Ford modulars are plastic and they make blowers for them.

The problem is an intake backfire

As for alloy intakes for the 3-valve V10, I seriously doubt it.

Never heard of anyone making intakes for the V10, never mind the 3-valve. - Oh darn, there I go being all NEGATIVE again...

 

I know of three.......and I think they are all custom job's, but I was hoping you guys would know of somewhere else. I am pretty sure they are all 2V's

Here are some pictures...

This was built by Ford Aust along time ago in conjuction with two high profile shops. Last I heard this engine was making nearly 700RWHP with no intercooler and 5PSI of boost (his figures not mine....) SInce tghen he has added a diferant brand blower, now 8PSI and added a air to water intercooler.



Another Perth built car, this is Mercules, which I believe if in the states doing the show circuit. Very tall manifold, but with flat heads it forces everything up.



and then there is the V10 "test mule", even through this was never released, I was hoping someone had made a after market one of these...but alas I cannot find it! I would like the same but into a dual throat TB over the alternator.



Looks kinda similar to the Viper one hey......



Thanks, I was hoping I could buy a off the shelf item........I spoke with Hognas as they make a 5.4l version but it woud have to be custom made, which means I pave the way for everyone...leading with my wallet out front
I think I will be trialing one myself later down the track.

 

The plastic intake manifolds will handle alot of boost without having issues. I know of several guys running around with Vortech S/C's pumping 21-24 psi through them without issues at all. It's those N2O backfires that kill them.
JL

 

Sweet, that is some great news and will save me a ton of money, gives me a bit of faith anyway.

Do you mind posting a link to see the engine bay and build of these supercharged V10's Those PSI numbers are pretty huge and I would love to know more! Last I heard the stock rods were maxed out at around 8PSI, so they must be runnig some good bits, or were they 5.4's with the plastic manifolds?

Cheers Ben

 

Those aren't V10's. Those are Mustangs with 4.6L's, but the manifold materials are the same.
JL

 

Ah righto, thats why I have not found them yet!

OK, todays topic!

I am planning my fuel system, most EFI set up's I know run supply and return, yet this 3V (and other pictures that I have looked at) seems to only be supply, yet the 2V has a return system????

Should this just be working on supply only, 28PSI at idle, 40PSI at full load????

Is it best to add a return line to my surge tank or will a quality regulator and a single supply line be suffecient, even when I wind up the power stakes.

My injector rails are joined across the front by a thin back hose, I am guessing this is the supply line for the other bank, should this be clamped as it seems to just be a barb coupling. I am thinking of converting to a braided line, are these OE lines prone to failure?

Speaking of injectors, what LB's are these stock and what sort of rating are people adding when the upgrade?

Fuel pump I was thinking of a single Bosh 044 or similar between the surge tank and supply rail, flowing around 200LPH, will this be enough?

Thanks for your time gents,

Cheers Ben

 

When I did my kenne bell install they said that the reason that they can take the boost (6psi) but the reason that they want you to go all cast was because it makes alot more noise. (upper on my 03 was but the lower wasn't)

2v has 19lb/hr injectors, my KB is running 36lb/hr and I have AFR's of 10.2 and clouds of unburnt fuel, so they are more than large enough for the job.

 

Thanks very much for the info MEANV10,

I ahve been working on a water to air intercooler and my TB conversion while planning a fuel system.

When I have something to report back I will slot the info in here for critisism.

Cheers Ben

 

If you are using the standard PCM (which I read elsewhere that you probably are not), you will need to retain the returnless fuel system.

Most aftermarket fuel systems will not control the fuel pump, and most aftermarket fuel pumps will not work with a returnless system either.
I would suggest getting the fuel rails from a 2V, and you can just adjust the fuel regulator for the pressure to work with your injectors and fuel pump.

As for a 200lph system, depending on how much boost you are seeing, it will probably limit you to about 600hp.
I actually had a supercharged (Vortech) 03 GT Falcon, with a bit over 600hp at the rear wheels on a good day on 98 octane, I used an Aeromotive A1000, couldn't recommend the unit high enough.

 

I ran a 250LPH in a truck with a s/c 5.4 Lightning engine, it was plenty of fuel for 500hp. Any more than you would want dual pumps, or a 300LPH.

Any updates? I want to put a 3V V10 in an early Bronco, but don't want to start the swap and not get it started because of the drive by wire. Have you figured that issue out and how you are getting around it?

What PCM did you decide to use?

 

Hi Aggie007,

Project is still not complete, I have had some serious issues dealing with a vendor handeling other aspects of the build.

BUT

I have now havea plan to follow to suit this ever spiraling budget. Building the Twin Turbo system was certainly possible, but was soaking up vast amounts of money, and money takes time. I just want to be in my old car enjoyinh it with my wife again, so we are short cutting the boost side of things.

The combo will be first ran Naturally Aspirated, and when the money permits we will look at a side mount charger or some other "off the shelf" kit.

This will save on a mountain of custom work, which will save a mountain of cash and that will save mountain of time!

As for the managment side of things, I found a maker here in Australia that can help me out. Motec was the only fully sequential ECM, but $6k to get it and probably that again for unlocking features, adding drivers and tuning...I shied away. After looking at dozens of systems including building my own (Mega Squirt) I have settled on a 6 cylinder system called EMS.

Made here in Oz, it comes with no locks, basic tune to get it started, all features are active, comes with a harness, MAP sensor, can handle teh V10 encoder wheels and has a specialized factory trained tuner in the same suburb as me! $1700 complete plus tuning on the dyno. So it was a bit of a no brainer really. Only down side is it will have to work in waste spark and semi sequential injection, so it will fire 2 injectors at once, one on power stroke and one onto the back of a closed inlet valve.....meh, so it will use fractionally more fuel but really, who buys a V10, boosts it and is concerned about fuel consumption!

Thanks for reading. When the engine gets back on track I will come back and top up the build. Just need to get the rest of these steering and suspension issues sorted out.

Cheers Ben