NEW SUPERCHARGER FOR 5.0 EXPLORER
Go A.P.E.
New at Auburn Performance Equipment,
Powerdyne Supercharger for 1996 5.0 V8 Explorer now just $2499.00
The first supercharger available for the all new 1996 5.0 V8 is from
Powerdyne and has all the best feature Powerdyne kits are known for.
> Cool quiet operating centrifugal compressor, no oil lines to hook up, or oil
to change.
> Powerdyne engineered it to fit under the stock hood and in the stock engine bay.
> The kit come complete with everything needed to bolt on 40% more horsepower.
> Kits are ready for immediate shipment.
To get yours call Auburn Performance Equipment at;
//////////////////////////////////////////////////////////////////////
Auburn Performance Equipment
1-800-858-0070 / 508-832-2199
Your Supercharging, Turbocharging, and EFI maximum performance shop
A Powerdyne Automotive distributor
24 hr fax 508-832-9566
internet address: go...@tiac.net
VSIT OUR NEW WEBSITE/ON-LINE CATALOG AT:
http://www.tiac.net/users/goape/index.htm
//////////////////////////////////////////////////////////////////////
This System
go...@tiac.net (Go A.P.E.) wrote:
>New at Auburn Performance Equipment,
>Powerdyne Supercharger for 1996 5.0 V8 Explorer now just $2499.00
>The first supercharger available for the all new 1996 5.0 V8 is from
>Powerdyne and has all the best feature Powerdyne kits are known for.
>> Cool quiet operating centrifugal compressor, no oil lines to hook up, or oil
> to change.
>> Powerdyne engineered it to fit under the stock hood and in the stock engine bay.
>> The kit come complete with everything needed to bolt on 40% more horsepower.
>> Kits are ready for immediate shipment.
So, you're saying that someone should buy a new $30,000 Explorer, buy
your $2500 kit, totally void their Ford warranty, and then destroy
what is probably a $5000 engine in a year? Uhm, this is good? Keep
the superchargers to the race-only Mustangs.
Robert Edwards
go...@tiac.net (Go A.P.E.) wrote:
>New at Auburn Performance Equipment,
>Powerdyne Supercharger for 1996 5.0 V8 Explorer now just $2499.00
>The first supercharger available for the all new 1996 5.0 V8 is from
>Powerdyne and has all the best feature Powerdyne kits are known for.
>> Cool quiet operating centrifugal compressor, no oil lines to hook up, or oil
> to change.
>> Powerdyne engineered it to fit under the stock hood and in the stock engine bay.
>> The kit come complete with everything needed to bolt on 40% more horsepower.
>> Kits are ready for immediate shipment.
>To get yours call Auburn Performance Equipment at;
>//////////////////////////////////////////////////////////////////////
> Auburn Performance Equipment
> 1-800-858-0070 / 508-832-2199
>Your Supercharging, Turbocharging, and EFI maximum performance shop
>A Powerdyne Automotive distributor
>24 hr fax 508-832-9566
>internet address: go...@tiac.net
>VSIT OUR NEW WEBSITE/ON-LINE CATALOG AT:
> http://www.tiac.net/users/goape/index.htm
>//////////////////////////////////////////////////////////////////////
Do they come with new steel cranks. Ford found out with the early
super coups that you need a steel crankshaft. And oh, how about forged
pistons !
Daniel Morris DeRight
Excerpts from netnews.rec.autos.4x4: 12-Jul-96 Re: NEW SUPERCHARGER FOR
5... by This Sys...@worldnet.att
> go...@tiac.net (Go A.P.E.) wrote:
>
> >New at Auburn Performance Equipment,
>
> >Powerdyne Supercharger for 1996 5.0 V8 Explorer now just $2499.00
> >The first supercharger available for the all new 1996 5.0 V8 is from
> >Powerdyne and has all the best feature Powerdyne kits are known for.
> >Cool quiet operating centrifugal compressor, no oil lines to hook up, or oil
> >to change.
> >Powerdyne engineered it to fit under the stock hood and in the stock
engine bay.
> >The kit come complete with everything needed to bolt on 40% more horsepower.
> >Kits are ready for immediate shipment.
>
>
> So, you're saying that someone should buy a new $30,000 Explorer, buy
> your $2500 kit, totally void their Ford warranty, and then destroy
> what is probably a $5000 engine in a year? Uhm, this is good? Keep
> the superchargers to the race-only Mustangs.
This is just silly. If one wants a signifigant performance
increase, then one is going to have to make signifigant changes. While
these will definitely void the powertrain warranty, there's nothing to
say that they will ruin the engine. I have helped two people install
Paxton style centrifugal superchargers, one on a Bronco and the other on
a Mustang. Both installations were more than five years ago, and
neither engine has had any unusual reliability problems since, and both
are still on the road.
No, you can't expect to triple your horsepower and not stress your
other components, but these systems aren't designed to do that. I still
amazes me that the same people who talk about belt driver superchargers
destroying engines will acknowledge that exaust driven superchargers
have also been on cars for decades, and many have lasted tens of
thousands of miles. Quality products, properly installed, and properly
used shouldn't destroy anything.
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
sod...@cmu.edu
Chuck Jackson
This System wrote:
I don't think he is telling anyone to do anything. He is just
advertising a supercharger for the v8 Explorer. And as for destroying
the engine in the first year...well alot of things can do that...no
oil, no air filter, over-reving. Remember, superchargers aren't just
for racing anymore!
Chuck
BLWN Z71
Suzanne Brady
Is the $2500 for JUST the supercharger?
Jim (cheater8) Stoltz
It's a kit, with everything you need to bolt it on and make
it work. I bought one for my 5.0 Mustang. It added 85 HP,
with no other changes. I'd imagine it would do similar
things to an Explorer.
Jim
jmg2...@jetson.uh.edu
I need technical advice on building a 383 "stroker" and installing it
in my 91 Silverado. Has this been done? Is this compatable with the
existing engine management "computer"? If I use a SCAT cast steel crank
and 5.7" rods will the rotating assy' need balancing and other technical
questions such as the best cam and what about the heads?
Uncertain in Houston
DR.FLAME
k-mc...@cecer.army.mil (Kirk McGraw) wrote:
>Kirk McGraw
>Uncertain in Champaign
Thanks Kirk, BTW, you wouldnt happen to know the issue of the mag you
saw the article in???
Dr.Flame
An equal opportunity Flamer.
http://haven.ios.com/~dvaughn
Winner "Flamer of the Month"
Kirk McGraw
jmg2...@jetson.uh.edu wrote:
>I need technical advice on building a 383 "stroker" and installing it
>in my 91 Silverado.
>Has this been done?
Yes. I read about one in a 4WD magazine technical question column.
> Is this compatable with the existing engine management "computer"?
No. The engine ran poorly, thus the technical questions. As I
recall, the answer was much help either. The computer seems to
get confused by the extra air being pulled through. I wonder why
you can't just increase the fuel pressure to compensate, but then
that wouldn't be street legal, would it?
>If I use a SCAT cast steel crank and 5.7" rods will the rotating assy'
>need balancing
I am not familiar with SCAT cranks, and relatively new to GM
performance, but I do know the 400 crank is externally balanced,
meaning you need to have the right flywheel and harmonic balancer
at a minimum. Balancing a performance oriented engine is always a
good idea.
> and other technical questions such as the best cam and what
> about the heads?
The wrong cam will absolutely kill your performance. Your best
bet is a high lift, short duration cam, commonly called an RV cam.
I'd guess about 252 degrees of duration at 0.050" lift would be
a good choice.
A good set of heads can make a lot of power. All these parts need
to work together. Meaning, you want a head with small port volumes
to go with your RV cam. Aluminum heads can save a bunch of
weight and allow higher compression ratios compared to cast iron.
I think cast iron is more durable (I have had bad luck warping
aluminum heads when the engine overheats). Keeping the stock
heads is not a bad idea. If you want to spend more, consider a set of
World Products S/R Torquer heads with a street port job.
>Uncertain in Houston
Phil Rose
In article <50l1sa$s...@news.ios.com>, dva...@haven.ios.com (DR.FLAME) wrote:
> k-mc...@cecer.army.mil (Kirk McGraw) wrote:
>
>
> >Kirk McGraw
> >Uncertain in Champaign
>
> Thanks Kirk, BTW, you wouldnt happen to know the issue of the mag you
> saw the article in???
You Chevy guys havin' a good ol' time are ya? How about takin' this crap
to E-mail or (gasp) another newsgroup?
--
Phil Rose
Scott Conrad
Using 5.7" rods with a 400 crank will cause piston-valve clearance problems
if using stock-type .30 over 350 pistons. If using these pistons, you will
have to fly-cut them to attain proper valve clearance.
jmg2...@jetson.uh.edu wrote in article <32291F...@jetson.uh.edu>...
> I need technical advice on building a 383 "stroker" and installing it
> in my 91 Silverado. Has this been done? Is this compatable with the
> existing engine management "computer"? If I use a SCAT cast steel crank
> and 5.7" rods will the rotating assy' need balancing and other technical
> questions such as the best cam and what about the heads?
>
> Uncertain in Houston
>
Kirk McGraw
pjr...@servtech.com (Phil Rose) wrote:
>--
>Phil Rose
Done. Anyone who wants to know whats in the article, e-mail me and
I'll forward you a copy.
Kirk McGraw
k-mc...@cecer.army.mil
Chuck Jackson
jmg2...@jetson.uh.edu wrote:
>
> I need technical advice on building a 383 "stroker" and installing it
> in my 91 Silverado. Has this been done? Is this compatable with the
> existing engine management "computer"? If I use a SCAT cast steel crank
> and 5.7" rods will the rotating assy' need balancing and other technical
> questions such as the best cam and what about the heads?
>
> Uncertain in Houston
The 383 (400 crank in the 350 block) is fairly common. You will also
need the harmonic balancer and flex plate from the 400 because the 400
is externally balanced where as the 350 is internally balanced.
For a 4x4 for street use, the stock heads will probably work best. I
would go with an rv cam or one that concentrates on low and mid range
power. a cam lift of no more than .450 and a duration (@.050) of no more
than 215.
Make sure that you check the rod bolts to block clearance. In some areas
the rod bolts may come very close to the block. If emissions is a
problem I would leave the cam, heads, and intake stock. I don't believe
you will have any problems with the "computer" if you stay at or near
stock with the induction system.
I would call Turbo City in Orange CA. They have a lot of smog legal
performance parts for the GM trucks. I'm sure they could steer you in
the right direction.