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M90 rebuild (rudy)

Discussion in 'Need for Speed!' started by jd4242, March 30, 2013.

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    1. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      Great job JD, you got it figured out!
      Congratulations.
      The hardest problems to figure out are the ones we create ourselves, lol.
      Did you see what I did yesterday when trying to degree the camshafts?
      I got one side done and then put the dial indicator on the wrong cylinder and couldn't figure out why my readings were so far off.
      haha, got to love it!
       
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    3. jd4242

      jd4242 Elite Explorer

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      Thanks..

      No i didnt,i posted on your fb asking if you were going to degree them.ill have to check your thread out,excited to see those results also..
       
    4. CDW6212R

      CDW6212R Hauls the mail. Elite Explorer

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      Whew, I am glad that you got it figured out, that's what matters.

      Skip the Cadillac, go get the new 400hp Lincoln, the AWD MKZ 3.0T
       
    5. CDW6212R

      CDW6212R Hauls the mail. Elite Explorer

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      Speaking of blower rebuilds, there's a KB 2400 on eBay with scoured rotors, if you want to begin over on a V8 truck. I saw it and talked myself out of it, if it can't be rebuilt it'd cost the BIN $400 to find out.
       
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    6. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      JD, when is your next dyno day to get this thing tuned?
       
    7. jd4242

      jd4242 Elite Explorer

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      He's pretty busy and still slightly aggravated with me i think..i sent him a email telling him it was the tps and its fixed now.Also said it was slightly lean still all over..

      His response was ""turn the fuel pressure up for. Ow and ill check my schedule and let you know""...he hasn't responded since and thats the first time he hasn't just agreed on a day or time...

      Sooo idk..for now its running pretty good just needs more timing and fuel
       
    8. jd4242

      jd4242 Elite Explorer

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      Had to order a new alternator pulley..the current one i have is 2.3" and when you do the rpms with my new 7.25" crank i was turning it 3,150 rpms at 1,000rpms (engine idle) and 20,475 rpms at 6500 rpms (shift point/red line)

      For most alternators you want to turn about 1,800-2,000 at idle (1,000 engine rpms) to make power and max of 18,000 rpms at red line..after that they can burn up...

      So ive ordered a 3.2" pulley..this will give me 2,200 at idle and max of 14,300..it also gives me alittle more tension on my belt which is a **** hair loose..


      With my old crank (6") and 2.3 alternator i was turning it 2,600 rpms at idle and max of 16,900..just for reference. .also my alternator is a 200 amp rebuilt unit with better bearings built by my local shop..


      To find alternator rpms you divide the crank by the alternator size.. 7.25/2.3=3.15 ratio...then multiple it by engine speed...
      3.15x1,000(idle)=3,150
      3.15x6,500 (red line)=20,475
       
      Last edited: November 18, 2017 at 8:22 PM
    9. vroomzoomboom

      vroomzoomboom Elite Canuck STOCK SUCKS! Elite Explorer

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      a super duty pulley is 3 inch round and is also a 8 rib
       
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    10. jd4242

      jd4242 Elite Explorer

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      Whats the shaft size?? Im using one from lightning thays a underdrive pulley currently. ..i was searching for others but totally forgot about the super duty..lol you know what year by chance??

      I got the metco 3.2" for $52

      This is the OE lighting specs..i have a underdrive veraion of this thats 58mm
      Screenshot_2017-11-11-13-43-56.png

      The metco pulley..it needs to be milled slightly to match the offset for our alternators though. .its for a cobra..the lighting is a direct match for our alternators..
      03 04 Cobra Metco 3.2 alternator pulley for 4lb lower supercharger crank kit | eBay
       
      Last edited: November 18, 2017 at 8:44 PM
    11. jd4242

      jd4242 Elite Explorer

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      They list the gp750 as the pulley for the superduty also..its 2.5" not 3" unless i goggled wrong one??

      This is the GP750..
      Screenshot_2017-11-11-13-43-56.png
       
    12. vroomzoomboom

      vroomzoomboom Elite Canuck STOCK SUCKS! Elite Explorer

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      wish i could tell you the shaft size. its a 4G alt if that helps you. but if i remember correctly, its from a 04 that had a 6L and i also had to mill some off of it to get it closer to the alt otherwise the offset would have been too much
       
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    13. CDW6212R

      CDW6212R Hauls the mail. Elite Explorer

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      The pulleys will work for most Ford alternators, but Tim is right to say check the offset. I don't know why some would be off any, but I had to grind/file down one a little also. It was one that came on a 4G unit, but I swapped it to my old OEM 4G temporarily. I didn't know why it was off a bit, maybe 1/16", I just worked on it for a while and made the belt line up.

      The Super Duty trucks are good sources for some pulleys, the alternator and AC clutch for example. I have an AC compressor I needed for a repair years back, and I asked for the Super Duty clutch because it has 8-ribs(same cost for the cheap rebuilt unit).
       
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    14. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      Send him a Christmas card with a 100 in it, that should ease any aggravation he might be feeling.
      Sure hope you can get it tuned and see what this thing does fully completed.
      How much longer are the race tracks open in your area? Some around here usually stay open through December if the weather doesn't get too bad.

      I am using a Super Duty alternator pulley as well and had to grind some off the back too.
      The pulley is not large in diameter like the one you are getting, it is very close to stock size for the explorers.
       

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    15. jd4242

      jd4242 Elite Explorer

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      Tuner emailed back..so next Tuesday the 28@2:30 is my next attempt at dyno..god i hope this time goes good or else he might be over it...
       
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    16. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      Wishing you nothing but success!
      You got this!

      Have you been driving it again, how does it feel now?
      I'll bet it is putting a smile on your face!
       
    17. jd4242

      jd4242 Elite Explorer

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      Thanks..yea i have been..its running pretty good.. partial throttle acceleration is kind of rich,WOT is still lean and idle/ cruise is good...
       
    18. CDW6212R

      CDW6212R Hauls the mail. Elite Explorer

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      Great to hear you are seeing a light at the end of the tunnel, this time I bet it ends up just right.
       
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    19. jd4242

      jd4242 Elite Explorer

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      My only concerns would be my pump or lines are too small..wish i went with the new DW 400lph and -8an lines...i have a tre 340lph and -6an lines currently. .literally just replaced them and would've went with the 400lph but it just got released last week,my luck!!!..lol
       
    20. CDW6212R

      CDW6212R Hauls the mail. Elite Explorer

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      The tuning may tell you how the fuel system is sized for your combination. If the fuel injectors aren't running at 90% capacity, and the A/F doesn't ever get lean at high rpm's, then it should be about right. Data logging an actual WOT run should be the final test of the fuel system. If it needs more the feed line should be the first thing to change, not the pump.

      I still plan to fit two pumps into my old 93 tank, using two 255lt/hr pumps($60 each). If that fits then I shouldn't ever get stranded from a bad pump. I'll have a switch to swap pump functions, only one will run full time(one WOT only).
       
    21. jd4242

      jd4242 Elite Explorer

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      Id probably try the 400lph pump or a ""Boost a pump"" first,would be easier than lines...im only running base psi of 60psi so i still have some room to turn up pressure also
       
    22. CDW6212R

      CDW6212R Hauls the mail. Elite Explorer

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      You are down to the fine tuning items, lots of details. I would have used bigger injectors, and at least a 90mm TB, that's a big hp restriction there. I gather the blower isn't big enough to be aiming for big boost, that works good with the milder sizes of injectors and fuel lines. But I would enlarge the inlet pipe and TB for sure, boosted engines need much bigger TB's for big power.
       
    23. jd4242

      jd4242 Elite Explorer

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      The m90 even ported out only has a inlet of 76mm so not much point going larger than that..i have a 75mm race tb on it and the intake manifold pipe is matched at 75mm..i have 78lb injectors also..boost should peak around 18psi and im over spinning it as fast as the m90 can go..

      remember though this is a v6,its moving some air but nothing like a v8..it wont need as big of tb,injectors, pump or lines..everything ""should"" handle around 500rwhp on boost,not much more but definitely should handle it..

      My biggest restriction is the heads..even with my larger valves and all the port work they still are tiny..
       
    24. vroomzoomboom

      vroomzoomboom Elite Canuck STOCK SUCKS! Elite Explorer

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      you'll be fine. for what its worth, i am still running my 255 in mine, but with 8an line. that and 60 injectors
       
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    25. CDW6212R

      CDW6212R Hauls the mail. Elite Explorer

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      Your 78lbs injectors are fine, but the inlet should be larger than the blower inlet size. Look at any OEM late model engine with boost, the TB will be oval typically, with well over 90mm of area, and those are mild boost applications. You are creating a high vacuum ahead of the blower, much greater than a NA engine. It needs more area to reduce the inlet vacuum(which is restriction). A larger inlet size would increase airflow through the blower, and engine.
       
    26. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      If JD doesn't hit his target with the setup he has now then he could surely work on opening up the inlet side to increase power.
      Measuring the vacuum pre supercharger at WOT would be neat to see, and would let him know how his current setup is working.

      I just installed a mechanical Ford Racing Throttle body made for the GT500 supercharger, the flow specs are lower than the LFP brand I had adapted to make work with my setup. I am curious to see if it hurts at all but with all the other changes there will be no scientific proof at this time.
      There is a single blade version also made for the GT500 supercharger, but it is approximately $600.00.

      I have been thinking about installing a vacuum test port pre supercharger to check for inlet restrictions at WOT and hope to do it eventually.
      It would be cool to see JD and Tim's readings if they were up to doing the testing.

      Also the fewer number of cylinders there is, the larger the injectors need to be to make the same HP as an engine with more cylinders.
       

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