Cool... Where did you find this chart?Hey guys.
Do the Mustang E Force 2300 and 2650 blower share same belt part numbers/sizes or is the pulley height slightly different between them?
I’ve seen the below pic floating around here but not sure if it only related to the 2650.
My 2300 with stock 3.0 pulley has the belt wearing out and I’d like to replace it.
Assuming Gates K060812HD would be ok?
Was on the Edelbrock super chargers Facebook group. Someone cropped and posted it
you can't read the belt size on the old belt? The length would depend on the type of FEAD bracket you have. I'm not sure but I think there was some revisions along the way. Anyhow you could just buy two or three belts and take back the ones that don't fit. My suggestion would be to take it in and match up a size. Personally I couldn't run an 82" on my 2650 I went up to a 82.75" and I have a slightly smaller one {82.56")for my 3.15" griptec pulley.Hey guys.
Do the Mustang E Force 2300 and 2650 blower share same belt part numbers/sizes or is the pulley height slightly different between them?
I’ve seen the below pic floating around here but not sure if it only related to the 2650.
My 2300 with stock 3.0 pulley has the belt wearing out and I’d like to replace it.
Assuming Gates K060812HD would be ok?
Not to hijack and for what it is worth I have a spare brand new eight rebuilt that I got as an extra with my 2650 stage two kit it is yours for the taking if you can pick up locally Northern California or you want to pay for shipping
So there will be several posts. First of all I pulley down to 3.15". More on that later. first the spacers. I have ambients around +30F. That's about the efficiency of the stock HE. However after installing this plastic, on a cold engine it takes quite a while to get to +30F (I'm talking about 10+ mins). Also in stop and go traffic on a warm engine, heat soaking is about the same. But recovery is a lot quicker. Iats can get back to +30F fairly quickly.
So there will be several posts. First of all I pulley down to 3.15". More on that later. first the spacers. I have ambients around +30F. That's about the efficiency of the stock HE. However after installing this plastic, on a cold engine it takes quite a while to get to +30F (I'm talking about 10+ mins). Also in stop and go traffic on a warm engine, heat soaking is about the same. But recovery is a lot quicker. Iats can get back to +30F fairly quickly.
It does make the SC sit noticably higher in the engine bay. I did upgrade my belt to the RPM belt 82.53" I think if anyone is interested I'll get the pn for them. The unit does still sit under the hood without any modifications.
Regarding the 3.15 pulley. I'm on 93 for now. Tuned by Lund. They advised me to take off the 3.15 because at certain RPMs there is 0 knockR. There was never any +knockR but higher in the rev range there is -knockR. For the uninitiated. KnockR is Timing retard due to knocking. + Numbers are retarded timing by whatever the number is and vice versa for - knockR.
Basically, I'm at the edge of 93 octane's effectiveness. But with the methanol on I get +7 degrees of ignition advance throw most of the rev range. So I was told not to let it run dry. I'm using a 25gph nozzle. It literally sucking this stuff down pretty quickly so I have adjust what psi this engages at. The car pulls very hard with this stuff.
I drove the car approximately 1500 miles in the last two days. I went through 6-7 gallons of methanol. I do have a "heavy" go foot.
Placement of the nozzle is now located in the old aspirator hole on the elbow. The aspirator is now gone. Single vaccum hose on the brake booster.
It's dark I'll do some detailed pix in the am. I may put up the methanol log later as well too.
For some reason I thought you were spraying into a spacer just after the TB. I didn't realize you had a spacer under the SC assembly or that you would spray before the TB... Unfortunately for me, with my daily driver here in SoCal there is no 93 available and I don't want to go to E85. I'm still looking for a [realitvely] safe way to NOT cut timing due to the increased IAT levels...
Typically it reads 20-30 degrees F over ambient on the dash. And it is hot and dry here and only 'california' 91 octane available unless I run really expensive fuel, which isn't practical for a daily driver.