Need for Speed!

Here we go guys-- Read please-then post. http://www.thirdgen.org/egrdiagnose

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&rd=1&item=7925211072&ssPageName=STRK:MEWA:IT Does anyone have any info on this or the company that's selling them?

I recently installed my AirMax CAI on my Merc. I have been enjoying the increased throttle response, driveablity and fuel mileage the last few weeks. Even though it is a relatively simple job, I thought I'd take several pictures of the install process. Step by step: You should begin with something looking like this: Loosen the hose clamps at the throttle body and MAF Remove the hose that connects to the oil fill neck that is on the top of the intake tube It is a barb type fitting, wiggle it back and forth to remove. With the hose removed, the intake hose/tube can be removed. It make take some wiggling to get off the throttle body and MAF The MAF is attached to the air box by 4 coarse thread bolts. A 10mm wrench...

Hopefully this doesn't turn in to a "Jakee" thread :D , but we'll see.... This is the wife's 1998 Explorer Sport. 85,000 miles and she's decided it's "Mod'n Time"! She's a Daily Driver with some minor mods, but the brakes were completely toasted on a trip to Cali last September. 4,000ft elevation changes on 48 miles of twisting, ungraded dirt roads left us on the side of the road for an hour in a cloud of smelly brake fumes before I got any brake pedal feel at all back. Obviously, we have our starting point... stopping. :confused: Because it is a Daily Driver, there isn't any room for long down times or trial-and-error "fitting" sessions. Everything has to be comercially available, in stock and easily replaced. Since...

I've been doing a lot of research on headers. I was told to go with shorties. Others say shorties will do nothing. I've read on some mustang boards that shorties will do nothing, and that long tubes is the way to go with the 4.0 SOHC. In all my research I've came to the conclusion that no one knows what the hell their talking about with headers on a 4.0 SOHC. That being said, I was planning on going with Gibson shorties, however, if long tubes are the way to go then maybe I should try these instead? We need some darn clarification here. What headers work for the 4.0 SOHC? The cast manifolds can't be the best thing for this engine. What makes this engine so much different that any other engine. Why will the headers not equal a...

I'm abandoning my old thread (My new 347), as the motor has been an epic fail for many reasons. Against any sane reason, I'm trying again. Post #1 is a thread with all parts for my own records. I'll keep adding to this as I have the time and know what parts are being used. New (Used) unmolested factory block from Vroomzoomboom. Thanks Tim! Eagle Forged 4340 Steel Crankshafts 430234705400 w ESP Armor coat option Bullet Pistons BF6010-030 - 2618 Forged Flat top w TFS valve reliefs made for power adder applications Rods -I beam Forged (From Old Motor) King Pro Series Bearings Michigan 77 SH1321 Cam Bearings MEL10688 HV Oil Pump - Block and pump machined to fit under the stock oil pan FEL-1133SD MLS head Gaskets PAC-1207X LS Springs...

Anyone got these ? I can find the specs for mustangs easily enough but I am curious as to what the 5.0 in the Ex has stock. I want to know this to see what difference 1.7 roller rockers would make to everything. Thanks !

I installed a Banshee M90 supercharger kit on my 2000 Explorer Sport with the 4.0L SOHC V6 engine. The intake air temperature (IAT) climbed to 174 degrees during my last set of of pulls on the dyno. As the IAT increases the PCM reduces spark advance to avoid detonation. Max power is reduced when the spark advance is less than optimum. The IAT is OK during normal driving and is excessive only during boost. There is an intercooler in the intake manifold between the output of the M90 blower and the head intake ports. I installed a stock external ATF cooler on the driver side to act as a heat exchanger for the intercooler. Some airflow is blocked by hoses associated with my remote full flow and bypass oil filters, the passenger...

Okay, I was going to post this in the General explorations forum, but perforamce gains belong here with the sporties ;) As some may know, I replaced my spark plugs with Bosch platinum +4's, but my mechanic accidentally ripped the guts out of a boot to get the one plug out (this was one of two that I and Muskrat couldn't reach). I went to Pep Boys in a big hurry to try and nab a replacement wire, but they only sell sets of Borg Warner plugs, and I discovered too late that they don't even sell wires for the SOHC...just the OHV, which they sold me by accident. Being desperate, I used the wire that closest matched the length of the torn one, and I'm amazed at the difference in idle now!! (still have the intake manifold O ring prob...

New supercharger I am relatively new to the website. I am allways looking for possilbe upgrades to my X, so in digging around I found what may be the golden key. I am only in the investigation stage. I don't have alot of info yet, but it looks like they have developed a stealth supercharger for the 4.0 L Mustang, and are looking at a conversion kit to mount into an Explorer. What makes this supercharger so awsome is that unlike most others, it's boost starts just off idle and has a very linear curve all the way through the rev band. ( So you don't just get a hit at 4000 rpm to redline.) Also, you can adjust the psi boost externally. So if you have it set to 5 psi, ( Approx. 55 hp. gain and 70 ft torque) you don't even need an...

Explorer Express no longer advertises a supercharger kit for the Explorer SOHC V6 but they still offer it for the Ranger SOHC V6. It uses the Eaton/Magnusan MP62 supercharger with a by-pass valve for better fuel economy when no boost is needed. There's also a used one on eBay listed for $2500. Is anyone familiar with the kit and know if it would fit easily in my 2000 Explorer Sport with the SOHC V6? Yes, I know that a turbocharger would cost less and produce as much or more boost but there would be a lot more clutter in the engine compartment with a turbocharger than a supercharger. Yes, I've considered a centrifugal supercharger such as a Rotrex or a Vortech but they take up a lot of space and I can't find room for an intercooler...

Now that I've decided that if I significantly increase the power in my 2000 Sport I will install a V8 I need to consider engine possibilities. I'm not very knowledgeable about Ford V8s since my Sport is the first Ford I've owned. Of course the easiest would be the 302/5.0L since it came stock in so many of the 4 door Explorers. The 351 Windsor engine would provide more power but I've read that the deck height is larger to accommodate the engine's longer stroke. It might not fit in the engine compartment. The stroked and bored 302 to 347 would be about as simple to install as the stock 302 except for a custom tune but is fairly expensive for an OHV engine. The 4.6L came with the 4R70W in 3rd generation Explorers and I like...

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Some of you might know this already, but it's probably the #1 DIY mod on other Ford truck boards, but it isn't talked about much here. Stock, the gas pedal cable has about 3/4-1 inch of play in it. This means that you have to push down further on the pedal to get response from the motor. By eliminating that slack, you'll get better throttle response. This can be done by folding the excess cable over and zip-tying it to itself, like the pic below. Very easy mod, and you can definately tell a difference. Lil tricky to get the zip ty on, but it's worth it.

i have to race a civic this weekend and i have no idea what's going to happen. the civic is stock and my explorer has headers, intake, and shift kits but will this be enough? Does anyone have an idea of the quarter mile time for a V6 SOHC explorer?