ESS Centrifugal Mustang Superchargers

[Exploded_Muffin]

I am just looking for around 700whp. Something that is not going to break constantly, but will run mid 10's for now.

I don't think the 7.5 psi (120mm pulley) can get you to 700 whp unless you're on E85 with some decent timing.
Generally from what I've seen so far once you get to around 700 whp on pure 93 you'll likely start experiencing some knock at the top end necessitating some kind of octane booster.

I see you have catless headers which is good for getting to your goal. Did you upgrade your 2015 intake manifold or do you still have the stock one?

All setups are different but a few of us have done the dirty work on trying out the different pulleys, timing, and fuels.
Since you have a horsepower/ET goal in mind then go for what will get you there or close from the start (9+ psi, catless longtubes, good flowing intake manifold, 93 + Meth/Boostane, etc)
OR
Go straight for a fuel system and E85 and forget about 93 and its lame knock knock jokes

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[BoostN IT]

I don't think the 7.5 psi (120mm pulley) can get you to 700 whp unless you're on E85 with some decent timing.
Generally from what I've seen so far once you get to around 700 whp on pure 93 you'll likely start experiencing some knock at the top end necessitating some kind of octane booster.

I see you have catless headers which is good for getting to your goal. Did you upgrade your 2015 intake manifold or do you still have the stock one?

All setups are different but a few of us have done the dirty work on trying out the different pulleys, timing, and fuels.
Since you have a horsepower/ET goal in mind then go for what will get you there or close from the start (9+ psi, catless longtubes, good flowing intake manifold, 93 + Meth/Boostane, etc)
OR
Go straight for a fuel system and E85 and forget about 93 and its lame knock knock jokes

Thanks! Yeah I plan on getting a ported 18 mani to go on and maybe a dw400 as well. I would buy boostane for when I go to the track until I get either e85 system or meth kit. I don't exactly know how tuning works, but if I opted for the 7.5psi or 8.5psi pulley on 93 and get a tune, if I go to the track and use boostane, would it command anymore timing automatically if it sees higher octane or is that not how it works? Couple of weekends ago I met someone at the track who has a g2 kit, looks really nice in person.

Also would my power level be any different at the same psi if I opted for a g3 instead of a g2. I only have knowledge about how turbos work, not superchargers.

 

[Exploded_Muffin]

Thanks! Yeah I plan on getting a ported 18 mani to go on and maybe a dw400 as well. I would buy boostane for when I go to the track until I get either e85 system or meth kit. I don't exactly know how tuning works, but if I opted for the 7.5psi or 8.5psi pulley on 93 and get a tune, if I go to the track and use boostane, would it command anymore timing automatically if it sees higher octane or is that not how it works? Couple of weekends ago I met someone at the track who has a g2 kit, looks really nice in person.

Also would my power level be any different at the same psi if I opted for a g3 instead of a g2. I only have knowledge about how turbos work, not superchargers.

Ok, good you're upgrading those as well.
The E85 setup will will outperform the meth kit on boost and timing capability. If you have E85 around and you're ok with the frequent gas station trips then go straight for that.

Your tune will have a max WOT timing set. The ECU will vary your timing based on different parameters it sees....IAT, knock sensors, AFR, etc.
If your pure 93 gas is knock resistant enough to handle your setup you should see your max timing or close to it (it can vary quite a bit though especially if things like traction control come into play) at WOT.
In that case adding an octane booster won't do anything since you were already able to hit (and hold) max timing with your pure 93.
Octane boosters are there to help if your gas is not knock resistant enough to get the max timing at WOT your tuner set. If you don't want to rely on octane boosters then obviously you turn down the boost or timing or both.

I'm not sure regarding the power difference for the same psi with the different head units.
@Brevin_G4_SS, is this something you can help with?

 

[BoostN IT]

Ok, good you're upgrading those as well.
The E85 setup will will outperform the meth kit on boost and timing capability. If you have E85 around and you're ok with the frequent gas station trips then go straight for that.

Your tune will have a max WOT timing set. The ECU will vary your timing based on different parameters it sees....IAT, knock sensors, AFR, etc.
If your pure 93 gas is knock resistant enough to handle your setup you should see your max timing or close to it (it can vary quite a bit though especially if things like traction control come into play) at WOT.
In that case adding an octane booster won't do anything since you were already able to hit (and hold) max timing with your pure 93.
Octane boosters are there to help if your gas is not knock resistant enough to get the max timing at WOT your tuner set. If you don't want to rely on octane boosters then obviously you turn down the boost or timing or both.

I'm not sure regarding the power difference for the same psi with the different head units.
@Brevin_G4_SS, is this something you can help with?

Just confirmed with michael at pbd that I can run the 8.5psi pulley on 93

 

[BoostN IT]

Ok, good you're upgrading those as well.
The E85 setup will will outperform the meth kit on boost and timing capability. If you have E85 around and you're ok with the frequent gas station trips then go straight for that.

Your tune will have a max WOT timing set. The ECU will vary your timing based on different parameters it sees....IAT, knock sensors, AFR, etc.
If your pure 93 gas is knock resistant enough to handle your setup you should see your max timing or close to it (it can vary quite a bit though especially if things like traction control come into play) at WOT.
In that case adding an octane booster won't do anything since you were already able to hit (and hold) max timing with your pure 93.
Octane boosters are there to help if your gas is not knock resistant enough to get the max timing at WOT your tuner set. If you don't want to rely on octane boosters then obviously you turn down the boost or timing or both.

I'm not sure regarding the power difference for the same psi with the different head units.
@Brevin_G4_SS, is this something you can help with?

I might just ask my tuner if I can have a 93 tune and a 93+boostane tune if he thinks it will help make more power.

 

[BoostN IT]

Generally we have seen that the head units will perform similarly in moderate power levels. Once you start to reach higher power levels the G3 really starts to shine as the G2 begins to move outside of its efficiency range. The G2 will support enough power for most people’s needs. But if you’re looking to make serious power we offer the G3 and 10 rib setup as well.

For anyone that outgrows their G2 we also offer a service where you can send it in and convert it to a G3 or G3X.

Hope this answers your question!

Thanks Brevin, I will be reaching out soon to buy a kit. I might just go with a g2 as I do not plan on making over 800whp for awhile.

 

[kevinvan6000]

Thanks! Yeah I plan on getting a ported 18 mani to go on and maybe a dw400 as well. I would buy boostane for when I go to the track until I get either e85 system or meth kit. I don't exactly know how tuning works, but if I opted for the 7.5psi or 8.5psi pulley on 93 and get a tune, if I go to the track and use boostane, would it command anymore timing automatically if it sees higher octane or is that not how it works? Couple of weekends ago I met someone at the track who has a g2 kit, looks really nice in person.

Also would my power level be any different at the same psi if I opted for a g3 instead of a g2. I only have knowledge about how turbos work, not superchargers.

https://www.mustang6g.com/forums/threads/ess-centrifugal-mustang-superchargers.154557/page-16

There's a dyno of a Bullitt Mustang running pretty much the same setup I have (gt350 manifold, Bullitt TB, catless headers), but he has the G3 vs the G2 on mine. He was running the 120mm 7psi pulley his dyno runs. He was also tuned by PBD and his numbers were roughly 30hp and 40ft/lbs across the board better than my G2 running the 115mm 8.5psi pulley. Different dynos, so not a true apples to apples comparison, but does give an idea of the potential of the G3.

 

[TEXAS HEAT]

Any luck on the issue yet? I checked those codes and it could be a whole host of issues. Not often you see a "real" issue trigger on both banks at the same time so seems install or tune related.
I assume this issue wasn't there while you were doing your logs with Lund, right?

I did send a WOT log and 5 minutes of warm idle, rev holds at 1500, 2500, 3500rpm and slow rev logs to 5000rpm to my tuner with the codes not cleared and he said that my fuel pressure is dropping even at slow revs. It never dips below 55psi, but it does fluctuate. I'm not 100% sure if that's causing the lean codes to register, but it certainly could be. The confusing thing is that it only triggers the CEL at idle or with very little throttle input. I'm looking at buying a DW400 in tank pump to upgrade the factory one to see if that solves my problem. I hate spending money on uncertainties, but it's a troubleshooting step that has to be ruled out.

I'd be curious if anyone else is seeing fuel pressure fluctuations on 93 and a BAP with this set up.

 

[BoostN IT]

https://www.mustang6g.com/forums/threads/ess-centrifugal-mustang-superchargers.154557/page-16

There's a dyno of a Bullitt Mustang running pretty much the same setup I have (gt350 manifold, Bullitt TB, catless headers), but he has the G3 vs the G2 on mine. He was running the 120mm 7psi pulley his dyno runs. He was also tuned by PBD and his numbers were roughly 30hp and 40ft/lbs across the board better than my G2 running the 115mm 8.5psi pulley. Different dynos, so not a true apples to apples comparison, but does give an idea of the potential of the G3.

If it would give me 30hp more for the same psi, I would buy the g3. Too bad there is no certainty this is accurate

 

[kenand1988]

I did send a WOT log and 5 minutes of warm idle, rev holds at 1500, 2500, 3500rpm and slow rev logs to 5000rpm to my tuner with the codes not cleared and he said that my fuel pressure is dropping even at slow revs. It never dips below 55psi, but it does fluctuate. I'm not 100% sure if that's causing the lean codes to register, but it certainly could be. The confusing thing is that it only triggers the CEL at idle or with very little throttle input. I'm looking at buying a DW400 in tank pump to upgrade the factory one to see if that solves my problem. I hate spending money on uncertainties, but it's a troubleshooting step that has to be ruled out.

I'd be curious if anyone else is seeing fuel pressure fluctuations on 93 and a BAP with this set up.

What BAP? I run pump 91 and e54 with a bap and lu47s. I haven't gotten that specific CEL. Check you're ground wire from the bap.

 

[TEXAS HEAT]

What BAP? I run pump 91 and e54 with a bap and lu47s. I haven't gotten that specific CEL. Check you're ground wire from the bap.

Yes, I have it grounded underneath the FPDM on the factory threaded stud with a metal washer on top of it. Paint was also cleaned with a wire brush on the end of a Dremel tool. Unless that is the wrong way to do it?

 

[kenand1988]

https://www.mustang6g.com/forums/threads/ess-centrifugal-mustang-superchargers.154557/page-16

There's a dyno of a Bullitt Mustang running pretty much the same setup I have (gt350 manifold, Bullitt TB, catless headers), but he has the G3 vs the G2 on mine. He was running the 120mm 7psi pulley his dyno runs. He was also tuned by PBD and his numbers were roughly 30hp and 40ft/lbs across the board better than my G2 running the 115mm 8.5psi pulley. Different dynos, so not a true apples to apples comparison, but does give an idea of the potential of the G3.

I'm pretty sure that Bullitt is a 6 speed which accounts for some of that power. I'm also not sure what fuel they were using but that has a big effect too. Still 700 on a 7psi pulley is great. I made 740 on e54 with the 8.5 psi and the G2. I think if you don't plan on going over 800 then stick with the g2 AND larger intercooler.

 

[kenand1988]

Yes, I have it grounded underneath the FPDM on the factory threaded stud with a metal washer on top of it. Paint was also cleaned with a wire brush with a Dremel tool. Unless that is the wrong way to do it?

Try reseating it or use a different ground point.

 

[josephstef]

I did send a WOT log and 5 minutes of warm idle, rev holds at 1500, 2500, 3500rpm and slow rev logs to 5000rpm to my tuner with the codes not cleared and he said that my fuel pressure is dropping even at slow revs. It never dips below 55psi, but it does fluctuate. I'm not 100% sure if that's causing the lean codes to register, but it certainly could be. The confusing thing is that it only triggers the CEL at idle or with very little throttle input. I'm looking at buying a DW400 in tank pump to upgrade the factory one to see if that solves my problem. I hate spending money on uncertainties, but it's a troubleshooting step that has to be ruled out.

I'd be curious if anyone else is seeing fuel pressure fluctuations on 93 and a BAP with this set up.

Could be a pump on the way out with the BAP, is it a jms BAP or one that's on all the time?

If you do change the pump, Ive seen a few people having issues with tunes and the DW400, the DW440 might be a better option as its runs of the factory PWM signal. That's what im planning to do for my build.

 

[TEXAS HEAT]

Could be a pump on the way out with the BAP, is it a jms BAP or one that's on all the time?


If you do change the pump, Ive seen a few people having issues with tunes and the DW400, the DW440 might be a better option as its runs of the factory PWM signal. That's what im planning to do for my build.

It's the VMP BAP which holds voltage at 18v

PWM?

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