So, I literally just signed up today but wanted to toss this out and get some feedback.
Things I've taken into consideration:
1.) The SHO w/ PP doesn't carry a spare but the well is there.
2.) The battery is located on the intake side of the engine.
3.) We have 2 turbos to feed.
If I relocate the battery in the spare tire well (possibly a lower profile one or two). That would free up for a "double" sized cold air box that 2 conical filters would fit into, one feed the front turbo and one feeding the rear turbo. Additionally, the relocated battery(s) would improve the f/r weight distribution.
At this point feel free to point out all of the things I've overlooked. LOL!
Sounds great to me I've seen f150 with it. Except the cones seemed undersized still.
Sent from my Nexus 6P using Tapatalk
Sounds like a great idea. Just remember, if you relocate the battery to the trunk, any track time will require an emergency cutoff or possible other safety equipment.
BPD1151 is the only one I have seen with two sets of pipes into a CAI.
http://www.ecoboostperformanceforum.com/index.php/topic,6930.msg106440.html#msg106440 (http://www.ecoboostperformanceforum.com/index.php/topic,6930.msg106440.html#msg106440)
I bet he can chime in, but I see no reason to do one filter per turbo, given the CAI options available at the current time which do more than fine.
As mentioned by others, battery relocation, to run at a track that actually does tech (some don't do proper tech and may let you get away with out safety measures) you will need a proper cut-off switch, mounted on the exterior of the car. May also need a fire extinguisher to run this way. You also will need a fully sealed encloser, whether in the trunk well or not. IMO, since the SHO is a FWD bias AWD car, I would leave the weight on the front, as the front axle is what is in use for most driving.
Also what do you do with the IAT sensor? Would it be sufficient to only have it on one of the intakes?
Quote from: Blackhawk on December 14, 2016, 10:14:25 AM
Also what do you do with the IAT sensor? Would it be sufficient to only have it on one of the intakes?
See, good technical question, I knew I was in the right place!
Theoretically, it could be mounted in the new "larger" air box since both filters would be drawing from the same area.
Quote from: jbrown9999 on December 14, 2016, 11:00:08 AM
Quote from: Blackhawk on December 14, 2016, 10:14:25 AM
Also what do you do with the IAT sensor? Would it be sufficient to only have it on one of the intakes?
See, good technical question, I knew I was in the right place!
Theoretically, it could be mounted in the new "larger" air box since both filters would be drawing from the same area.
I don't think it would matter too much in this case if it was on the front or rear turbo intake, or a combined pipe, since the sensor that is on the air box is basically an ambient air sensor, and not really that important. IAT2 is the important one, as that is actual air temperature into the engine, and that is post turbo I believe.
Now I have a question. I have read other posts and I was in contact with M-Design when they were thinking about building a dual intake design. They were worried about over speeding a turbo due to intake tube lengths not being the same between turbos. Now there has been a few people making up their own dual intake designs and hasn't seemed to have a negative impact on anything yet.
My question is what happens if you join the 2 intake pipes like the AFE intake for the ecoboost F150's? would this eliminate a concern for one turbo running faster then the other?
Quote from: kpad09 on December 29, 2016, 03:08:53 PM
Now I have a question. I have read other posts and I was in contact with M-Design when they were thinking about building a dual intake design. They were worried about over speeding a turbo due to intake tube lengths not being the same between turbos. Now there has been a few people making up their own dual intake designs and hasn't seemed to have a negative impact on anything yet.
My question is what happens if you join the 2 intake pipes like the AFE intake for the ecoboost F150's? would this eliminate a concern for one turbo running faster then the other?
The concern of over speeding a turbo, IMO, is/was unwarranted.
My own dual intake set up, has not resulted in such a phenomenon.
Furthermore, my experiences with this set up, using dual pipes, with one solitary filter, has simply allowed for each turbo to feed itself as needed.
Remember, the OEM set up is essentially dual pipe as well, but has a ton of crimps, flat spots, etc. Not to mention that absolutely horrible 180 degree bend, mid-engine.
Not a great OEM design performance wise, but for the masses, it is certainly sufficient. Both in cost, and in application.
The OEM design directs more air to that rear turbo anyhow, whereas the front turbo is working harder to extract it out of, or pull it from, that 180.
Too bad the aftermarket vendors didn't embrace a better set up, than what's currently offered out there. But then again, that's been the issue with this platform across many of its Generations over the decades. Both older SHO's, and the newest one's.
Sent from my SM-N920V using Tapatalk
The turbos are over speeding with a tune anyway lol
Quote from: bpd1151 on December 29, 2016, 03:48:27 PM
Quote from: kpad09 on December 29, 2016, 03:08:53 PM
Now I have a question. I have read other posts and I was in contact with M-Design when they were thinking about building a dual intake design. They were worried about over speeding a turbo due to intake tube lengths not being the same between turbos. Now there has been a few people making up their own dual intake designs and hasn't seemed to have a negative impact on anything yet.
My question is what happens if you join the 2 intake pipes like the AFE intake for the ecoboost F150's? would this eliminate a concern for one turbo running faster then the other?
The concern of over speeding a turbo, IMO, is/was unwarranted.
My own dual intake set up, has not resulted in such a phenomenon.
Furthermore, my experiences with this set up, using dual pipes, with one solitary filter, has simply allowed for each turbo to feed itself as needed.
Remember, the OEM set up is essentially dual pipe as well, but has a ton of crimps, flat spots, etc. Not to mention that absolutely horrible 180 degree bend, mid-engine.
Not a great OEM design performance wise, but for the masses, it is certainly sufficient. Both in cost, and in application.
The OEM design directs more air to that rear turbo anyhow, whereas the front turbo is working harder to extract it out of, or pull it from, that 180.
Too bad the aftermarket vendors didn't embrace a better set up, than what's currently offered out there. But then again, that's been the issue with this platform across many of its Generations over the decades. Both older SHO's, and the newest one's.
Sent from my SM-N920V using Tapatalk
Which filter did you use BPD1151?
Quote from: kpad09 on December 29, 2016, 05:06:12 PM
Quote from: bpd1151 on December 29, 2016, 03:48:27 PM
Quote from: kpad09 on December 29, 2016, 03:08:53 PM
Now I have a question. I have read other posts and I was in contact with M-Design when they were thinking about building a dual intake design. They were worried about over speeding a turbo due to intake tube lengths not being the same between turbos. Now there has been a few people making up their own dual intake designs and hasn't seemed to have a negative impact on anything yet.
My question is what happens if you join the 2 intake pipes like the AFE intake for the ecoboost F150's? would this eliminate a concern for one turbo running faster then the other?
The concern of over speeding a turbo, IMO, is/was unwarranted.
My own dual intake set up, has not resulted in such a phenomenon.
Furthermore, my experiences with this set up, using dual pipes, with one solitary filter, has simply allowed for each turbo to feed itself as needed.
Remember, the OEM set up is essentially dual pipe as well, but has a ton of crimps, flat spots, etc. Not to mention that absolutely horrible 180 degree bend, mid-engine.
Not a great OEM design performance wise, but for the masses, it is certainly sufficient. Both in cost, and in application.
The OEM design directs more air to that rear turbo anyhow, whereas the front turbo is working harder to extract it out of, or pull it from, that 180.
Too bad the aftermarket vendors didn't embrace a better set up, than what's currently offered out there. But then again, that's been the issue with this platform across many of its Generations over the decades. Both older SHO's, and the newest one's.
Sent from my SM-N920V using Tapatalk
Which filter did you use BPD1151?
S&B Filter. Dual Flange. I'll dig around for a part #. Will re-post tomorrow.
Oldest kid turned 20 today and we're taking her out to dinner.
Sent from my SM-N920V using Tapatalk
Quote from: bpd1151 on December 29, 2016, 06:39:56 PM
Quote from: kpad09 on December 29, 2016, 05:06:12 PM
Quote from: bpd1151 on December 29, 2016, 03:48:27 PM
Quote from: kpad09 on December 29, 2016, 03:08:53 PM
Now I have a question. I have read other posts and I was in contact with M-Design when they were thinking about building a dual intake design. They were worried about over speeding a turbo due to intake tube lengths not being the same between turbos. Now there has been a few people making up their own dual intake designs and hasn't seemed to have a negative impact on anything yet.
My question is what happens if you join the 2 intake pipes like the AFE intake for the ecoboost F150's? would this eliminate a concern for one turbo running faster then the other?
The concern of over speeding a turbo, IMO, is/was unwarranted.
My own dual intake set up, has not resulted in such a phenomenon.
Furthermore, my experiences with this set up, using dual pipes, with one solitary filter, has simply allowed for each turbo to feed itself as needed.
Remember, the OEM set up is essentially dual pipe as well, but has a ton of crimps, flat spots, etc. Not to mention that absolutely horrible 180 degree bend, mid-engine.
Not a great OEM design performance wise, but for the masses, it is certainly sufficient. Both in cost, and in application.
The OEM design directs more air to that rear turbo anyhow, whereas the front turbo is working harder to extract it out of, or pull it from, that 180.
Too bad the aftermarket vendors didn't embrace a better set up, than what's currently offered out there. But then again, that's been the issue with this platform across many of its Generations over the decades. Both older SHO's, and the newest one's.
Sent from my SM-N920V using Tapatalk
Which filter did you use BPD1151?
S&B Filter. Dual Flange. I'll dig around for a part #. Will re-post tomorrow.
Oldest kid turned 20 today and we're taking her out to dinner.
Sent from my SM-N920V using Tapatalk
: :bday: : :bday: and many more to come. Z
Best wishes to the birthday gal, I hope y'all renew and strengthen the family bond.