Procharger Supercharged GT350

[Lexluther]

Now I wouldn't be surprised if the Voodoo didn't have a billet set. I WOULD be if it did, hence my trying to find the resource to validate.

On that note, does anyone make a Voodoo oil pump gear set that's billet and NOT from those MMR crooks?

MMR everything they sell has a no return policy :headbonk: that sounds more like a sales orientated business. I wished everything I did had no returns, penalties, or consequences life would be great!

I picked up a set of OPG and crank sprocket from TSS (Triangle Speed Shop) they blueprint every OPG before its sent out and Rockwell test. Fitment was confirmed as all other OPG's and sprockets they cross reference between coyotes and voodoo. TSS confirmed OPG gear itself and sprocket was powdered metal as coyote and only voodoo pump housing was different due to different style of oil pickup tube.

My decision was based on reading multiple coyote forum threads across different forums when I google searched "MRR failure" where racing engine builders stated they've had failures and lost 20-25k engines with MRR OPG and went to the TSS OPG. There was about 3-4 engine failures that I read about. I'm sure in a street app maybe the MMR OPG are good and no reported crank sprocket failures but if I was going to do it I wanted to overdo it and never worry about it as the voodoo spins a lot higher than the coyote for which these parts are designed for. I will say the topic is a heated one and vastly debated I don't want to start that here rather just relay my decision making process and what I went with. A google search and about an hour you can make up your own mind. There was some good things said about Boundary OPG also but not as much info on them as the TSS.

Here's TSS's lit:

Comparison to the Competition:
– There is no comparison, our product is second to none!!!
Sure there are other “cheaper” oil pumps on the market but we all know where cheaper gets us when building race inspired engines.

Here are our standard specs:
– AMERICAN made chromoly steel billets
– Heat treated to custom specifications to create a perfect balance of strength and wear resistance
– Machined with tolerances held to +/- .0005″
– Computer controlled precision surface ground to perfection
– Each and every piece of every gear set’s hardness is verified via Rockwell Scale
– All parts hand deburred and finished
– Every set is selected by measurement to be grouped with its mate
– All tolerances measured and blueprinted to verify pieces are within +/- .0005″
– Billet gear sets are then installed in their housing and checked for proper gear to housing clearances

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[Lexluther]

About the oil pump gear...I read recently that the GT350 DOES have a billet gear vs the cast piece on the 'Yote. Let me try to find the article.

According to this thread in our own forum apparently no. The voodoo OPG cracks just like the coyote..

http://www.mustang6g.com/forums/showthread.php?t=66091

 

[superman07]

so there are two more pro-charged cars as of this week on Facebook. That makes around 10 or so I am aware of. As they get the tunes worked out every one of them love it so far. I have decided to definitely go with TSS upgrades, might do some additional MMR parts to keep timing precise. This engine is just to expensive to go cheap. I see some guys are even polishing their throttle bodies. Apparently there is room for improvement.

 

[MadCow]

so there are two more pro-charged cars as of this week on Facebook. That makes around 10 or so I am aware of. As they get the tunes worked out every one of them love it so far. I have decided to definitely go with TSS upgrades, might do some additional MMR parts to keep timing precise. This engine is just to expensive to go cheap. I see some guys are even polishing their throttle bodies. Apparently there is room for improvement.

Peaks in to see if any of these boosted GT350s has recorded a 1/4 ET time faster than a stock Honda civic. Looks around. Steps out.

 

[superman07]

funny, civic actually means butthead in Japanese.

 

[Lexluther]

so there are two more pro-charged cars as of this week on Facebook. That makes around 10 or so I am aware of. As they get the tunes worked out every one of them love it so far. I have decided to definitely go with TSS upgrades, might do some additional MMR parts to keep timing precise. This engine is just to expensive to go cheap. I see some guys are even polishing their throttle bodies. Apparently there is room for improvement.

I talked with Taylor at MMR said he recommended only the pivoting timing chain rail below 1000hp. The engine builder at Livornois he only builds engines and has nothing to do with selling parts said not even that. Livernois do offer their own brand only the pivoting rail for builds up to 2500hp. They've tested the 5.2L and were confident only the OPG needed to be changed below 1000hp. The crank sprocket was cheap insurance although they've never personally experienced a stock failure they always change them out though.

If you read the Kenne Bell 1000hp build for the gold Hertz car recently posted in the forum they said the heads were cnc machined and smoothing out the ridges in the ports from the cnc netted zero gains and those are noticeable the throttle body not so I doubt any claims of gains by polishing. Livernois said there was only 5% gain to be had reworking the heads and didn't recommend it for builds below 1000hp due to cost vs gains. Claimed no other room for improvements on the intake outside of boost or drag specific sheetmetal hi-ram. They did recommend valve springs for boosted applications also said on E85 the stock timing rails were fine MMR said to go billet.

The master mech I spoke to at the dealer said the same timing rails and guides parts were on the flex fuel F150 and they service fleet vehicles. They had one with 200k on the original engine and when he looked at the timing set there was very little wear and that car ran E98 100% of the time as a fleet truck which is more corrosive than E85 .

So be cautious about some of MMR claims they make it sound like your engine needs all sorts of work and their parts but thats just not the case they just want to sell parts. I lost almost $300 sending parts back because I didn't need them and believed the hype before researching so save yourself some grief OPG and crank sprocket and your good. Anything above 1000hp means re-sleeving the block which is a total tear down and rebuild at that point. I'm not knocking MMR they have some useful parts but having bought both MRR and TSS from a forum sponsoring vendor and loosing money I know which I would go with and what parts are needed and not. The sponsoring vendor didn't charge the restocking for the exchange it went to the MRR.

Also consider your warranty if your engine did fail. MMR looks shinny billet and all that and has extensive labeling. The TSS parts only have a minimal part number stamping and have the same exterior appearance and finish as stock. So the mech will never know the difference and not void your warranty if you had an engine failure and stumbles on aftermarkets parts. The TSS OPG and sprocket shouldn't fail being able to handle twice your engines output so no worries those breaking and being sent back to ford tech or engineers where they say aftermarket no warranty.

If you look at the official Ford cobra jet engine no timing parts were upgraded and that has 1000hp on boost at 9k rpm.

I like cool aftermarket parts also but under warranty its ill advised and after warranty perhaps for looks rather than function if you've got money to burn. Take the 1200 you would have spent on complete billet timing and spend that on a carbon driveshaft to handle the extra power from boost or beef up your clutch with an RXT Mcleod.

 

[Voodooo]

I talked with Taylor at MMR said he recommended only the pivoting timing chain rail below 1000hp. The engine builder at Livornois he only builds engines and has nothing to do with selling parts said not even that. Livernois do offer their own brand only the pivoting rail for builds up to 2500hp. They've tested the 5.2L and were confident only the OPG needed to be changed below 1000hp. The crank sprocket was cheap insurance although they've never personally experienced a stock failure they always change them out though.

If you read the Kenne Bell 1000hp build for the gold Hertz car recently posted in the forum they said the heads were cnc machined and smoothing out the ridges in the ports from the cnc netted zero gains and those are noticeable the throttle body not so I doubt any claims of gains by polishing. Livernois said there was only 5% gain to be had reworking the heads and didn't recommend it for builds below 1000hp due to cost vs gains. Claimed no other room for improvements on the intake outside of boost or drag specific sheetmetal hi-ram. They did recommend valve springs for boosted applications also said on E85 the stock timing rails were fine MMR said to go billet.

The master mech I spoke to at the dealer said the same timing rails and guides parts were on the flex fuel F150 and they service fleet vehicles. They had one with 200k on the original engine and when he looked at the timing set there was very little wear and that car ran E98 100% of the time as a fleet truck which is more corrosive than E85 .

So be cautious about some of MMR claims they make it sound like your engine needs all sorts of work and their parts but thats just not the case they just want to sell parts. I lost almost $300 sending parts back because I didn't need them and believed the hype before researching so save yourself some grief OPG and crank sprocket and your good. Anything above 1000hp means re-sleeving the block which is a total tear down and rebuild at that point. I'm not knocking MMR they have some useful parts but having bought both MRR and TSS from a forum sponsoring vendor and loosing money I know which I would go with and what parts are needed and not. The sponsoring vendor didn't charge the restocking for the exchange it went to the MRR.

Also consider your warranty if your engine did fail. MMR looks shinny billet and all that and has extensive labeling. The TSS parts only have a minimal part number stamping and have the same exterior appearance and finish as stock. So the mech will never know the difference and not void your warranty if you had an engine failure and stumbles on aftermarkets parts. The TSS OPG and sprocket shouldn't fail being able to handle twice your engines output so no worries those breaking and being sent back to ford tech or engineers where they say aftermarket no warranty.

If you look at the official Ford cobra jet engine no timing parts were upgraded and that has 1000hp on boost at 9k rpm.

I like cool aftermarket parts also but under warranty its ill advised and after warranty perhaps for looks rather than function if you've got money to burn. Take the 1200 you would have spent on complete billet timing and spend that on a carbon driveshaft to handle the extra power from boost or beef up your clutch with an RXT Mcleod.

Couldn't agree more George!

 

[King Tino]

I've got a '17 with a PC on it. Ken @ Palm Beach has been doing the remote tuning and I'm very pleased.

 

[King Tino]

Engine pic

 

[Voodooo]

Engine pic

Did you paint the strut brace or are the 2017 coming black now?

Never mind I see it's carbon dipped or wrapped. Looks good.

 

[King Tino]

Yes we dipped it in a dark carbon.

 

[EF300]

Engine pic

Nice did you do any internal upgrades ?

 

[King Tino]

No internal changes. Kooks long tubes and off road pipe through stock mufflers tuned on E85.

 

[olaosunt]

Nice .
I may have missed it but final power numbers?

Any 1/4 mile times?

When I get bored with voodoo NA(I doubt it will see a track ) I am going to end up with a blower but my choice would be the whipple .

I would also prefer to keep my OEM block and swap in a built block/upgraded OPG.

http://www.modularmotorsportsracing.com/cart/index.php?main_page=product_info&products_id=877

 

[King Tino]

I don't have final numbers yet. It's still being tuned. Very impressed so far though with only 6lbs it made great numbers.

I haven't had it to the track and don't know that I care to.

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