<div dir="ltr">The first thing (and least expensive) I would try would be higher octane gas. If you can't source race gas you can try to buy Av gas at a small local airport (i believe that av gas is also leaded so that's another plus or you can try an octane booster.<div>
Boyd</div></div><div class="gmail_extra"><br><br><div class="gmail_quote">On Tue, Jan 7, 2014 at 11:32 PM, Will Kooiman <span dir="ltr"><<a href="mailto:will.kooiman@gmail.com" target="_blank">will.kooiman@gmail.com</a>></span> wrote:<br>
<blockquote class="gmail_quote" style="margin:0 0 0 .8ex;border-left:1px #ccc solid;padding-left:1ex"><div style="word-wrap:break-word">I agree with Jerry. If it was factory equipped with a supercharger, and it is pinging, something is wrong. The knock sensor is the easiest to check.<div>
<br></div><div>There are many other possible problems. Before you redesign the engine, look for something that is broken.</div><div><div class="h5"><div><br><div><div>On Jan 7, 2014, at 11:20 PM, Jerry Knotts <<a href="mailto:knottsj@galstar.com" target="_blank">knottsj@galstar.com</a>> wrote:</div>
<br><blockquote type="cite">
<div bgcolor="#FFFFFF" text="#000000">
<div><br>
I guess over the years I have used all of the above except knock
sensor change. Never really had the ping but I have used
water/methanol, 50 shot of Nitrous with a Jacobs unit, also have 3
different pullies for the for the snout of the blower. A 6 lb, 9
lb and an 11 lb pulley. I run the 11 lb usually and the tensioner
allows for the difference in diameter without changing the belt.
I did run a 18 lb Blowzilla on my '94 Lightning for a while and
was reminded of the fact that constant boost provides constant
heat, that is where I used the 50 shot at lower rpm's.<br>
<br>
The knock sensor sounds the easiest to check.<br>
<br>
Jerry<br>
On 1/7/2014 8:30 PM, JEFFREY COBB wrote:<br>
</div>
<blockquote type="cite">
<div>Hey LS,</div>
<div>Sounds like your knock sensors are not doing their job, this
Ford system is designed not to allow pings. Hook up a scanner
and drive and reproduce the flaw and note rpm/ignition advance
degrees at your flawed load manifold pressure. Remap the ecu
only after a knock sensor function test is done so as to
identify what is wrong because something is. Then after knowing
and fixing the flaw then water/alcohol injection can be used for
a smarter power increase. Of course an intercooler is the best
plan, heck a low amount of fogged nitrous will also cool the
intake track for a much quicker dynamic cool down under light
positive load. Use a Jacobs programmer and set your nitrous
spray curves. </div>
<div>Get in touch with the Kenny Bell company as this maybe an
inherent flaw in this Ford application and they know the fix
protocol.</div>
<div>Hope this helps,</div>
<div><br>
</div>
<div>Jeff</div>
<div><br>
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On Jan 7, 2014, at 4:42 PM, LS <<a href="mailto:lashdeep@yahoo.com" target="_blank">lashdeep@yahoo.com</a>>
wrote:<br>
<br>
</div>
<blockquote type="cite">
<div>
<div style="font-size:12pt;font-family:HelveticaNeue,'Helvetica Neue',Helvetica,Arial,'Lucida Grande',sans-serif">
<div><br>
</div>
<div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">I don’t even like golf…but need
some input.</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">On long uphill (high load) sections
of road, under moderate
throttle openings and when the supercharger goes into
positive boost, the
engine starts to ping. This will happen only when in
overdrive and with revs
below 2000rpm.</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Vehicle : Laforza Magnum GT, 5300
lbs</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Engine : 5.0 HO with factory Kenne
Bell supercharger, no
intercooler and cast iron heads.</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Trans: AOD 4spd</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Fuel : 93 Octane</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Elevation : Sea Level up to 1000’</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Water Temp : Never exceeds 195F
during the “situation”</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">To remedy the situation, I have
adjusted the trans to
kickdown sooner and have also retarded timing. This has
helped but not
eliminated the problem.</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Any thoughts on permanent
solutions?</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Aluminum heads? Intercooler?</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">I’ve heard the full spectrum of
ideas so I thought I’d post
it here for discussion.</div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">I want loads of power (who
doesn’t?) but I want to eliminate
this problem ASAP so I can get many more decades out of
this powertrain. </div>
<div class="MsoNormal"> </div>
<div class="MsoNormal">Thanks,</div>
<div class="MsoNormal">LS</div>
</div>
<div> </div>
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