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My 97 SOHC 5 speed sport street/drag build

Discussion in '"Serious Explorer - Sport Trac - Ranger - Street T' started by Twisted1, December 22, 2014.

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    1. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      Mustangs

      Are they local to you or on the internet? Any links to their pictures,websites etc. ?
      I am always looking into the mustang stuff since there are not so many Explorer racers.
       
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    3. Twisted1

      Twisted1 Active Member

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      I can't remember what forum I found the build specs on off hand (1000 Google search's ago. Haha) But if you search YouTube for Bob's turbo mustang or something along those lines. As far as I know he is the fastest right now and pushing the most power.
       
    4. Twisted1

      Twisted1 Active Member

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    5. 2000StreetRod

      2000StreetRod Staff Member Moderator Elite Explorer

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      centrifugal superchargers

      I suspect that centrifugal (turbo, Vortech, etc.) superchargers have an advantage over Roots type (Eaton) because of lower IATs allowing more spark advance. I've never compared the power consumed to drive a turbo vs a Roots type. It would be interesting to compare the dyno curves of a turbo vs an Eaton with equal max boost. I know for street driving I prefer the low end torque boost from my M90 on the Sport over the high end boost on my turbo wagon.
       
    6. Twisted1

      Twisted1 Active Member

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    7. Twisted1

      Twisted1 Active Member

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      And this is the third of the mustangs I've been reading up on. This one is between the other 2 on numbers and I believe has hit 11's now also. This guy runs 17psi and hits over 400rwhp, "Bob's mustang" is running 21+psi and dyno's close to 500rwhp. If I remember right the "Bad wolf" mustang is lower teens on boost psi and last I knew was at 378rwhp

      https://m.youtube.com/watch?v=cfB2u9b96v0
       
    8. Twisted1

      Twisted1 Active Member

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      I was looking to keep mine a daily summer ride but things change and I'm removing a lot of the comfort in favor of performance. It will stay street drivable but will be more race car than explorer as far as function. The last video is one of the dyno runs, you may be able to pause it and read the numbers. There are a bunch of other video's of those 3 along with several supercharged dyno runs whicj I have been comparing for a while now. The turbo's seem to be much better suited for this engine, at least from a drag racing perspective
       
    9. Twisted1

      Twisted1 Active Member

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    10. Twisted1

      Twisted1 Active Member

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      Here's another i just found dynoing at 434rwhp and 516rwtq
      https://m.youtube.com/watch?v=0HWYq-WAGPU

      It is very achievable and has been done many times on true street cars with full interior and AC. There is no reason these explorer's shouldn't be hitting the same #'s. Weight is just about identical (at least on mine) to a mustang, aerodynamics shouldn't play a major part in ET until your breaking into 120+ mph. And to rub salt in the wounds...look at how many rangers are out there running sub 12 second 1/4 miles. They certainly have no aerodynamic advantage over us. They way I see it I'm building a sleeper mustang with a goofy body on top. Lol
       
    11. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      Video's

      Wow nice video's. Good for inspiration!
      I like that last one with the dyno results, good torque and HP graph.
       
    12. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      weight

      What was the weight on your Explorer?
      Mine was about 4450 when I last checked. I have the 4wd though.

      As far as aerodynamics I always figured the Explorer to be like a brick wall.
       
    13. Twisted1

      Twisted1 Active Member

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      I have done my homework! Like I said, there is no reason we shouldn't be hitting similar times/ hp #'s ect.. in our explorers. It's just a mustangs fatter sister. Lol
       
    14. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      quote

      Now that is funny! lol.
       
    15. Twisted1

      Twisted1 Active Member

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      I'll actually have mine on my buddies circle track scales before my dyno trip so I'll have exact corner and front/rear weight. Mine should be 3,400-3,500lbs as it sits now though which is no more than a mustang. And not to make a point with a TV show example but look at "The Sonoma" from street outlaws. The bodies aren't much different and that has to be an 8-9 second truck
       
    16. Twisted1

      Twisted1 Active Member

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      Weight reduction

      This truck weighed 2,460lbs and was near perfectly balanced with a 300/6 under the hood and 4x4 with a sterling 10.25" rear axle. It would lift the front tire on pavement launches. If I could get that one that light I'm hopeful I can work some magic on this and at least get it closer to 3,200lbs. Weight loss is the solution for lack of displacement! I could just go on a diet but I like food so I'll strip the truck out a little instead.

      FB_IMG_1437853255990.jpg
       
    17. Twisted1

      Twisted1 Active Member

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      Injectors look like my issue

      :thumbdwn: I did some more homework and test hits with the truck again this afternoon and I keep coming up with the same numbers. At exactly 915 MAF count it cuts out and wont regain full power until I let off and re accelerate. I had thought it was the MAF because of the CEL that appears every time it cuts out. I'm now starting to think it may be an injector issue also because based on the chart above even my 24lb injectors should be maxed at 920ish MAF count. This is assuming they are functioning flawlessly and are all dead on 24lbs (which is very unlikely) So my options are to step up to either 36 or 42lb injectors now before having it dyno'd and then buy 60+lb injectors in a couple months once the turbo goes on it (which doesn't seem to make a whole lot of sense financially) or the other obvious option is to slightly detune the engine and avoid the 6,000 rpm shifts. I did some researching and found out the reason the 99+ use 19lb injectors is because they increased the FPR from a 40lb to a 60lb regulator to account for the smaller injectors. Here's where my mind got thinking... is there any reason I couldn't swap in either a 99+ FPR or an adjustable aftermarket to bump up my line pressure? In theory wouldn't that basically be like running a 29lb injector without actually swapping out my injectors? That's assuming the 19lb injectors flow the same in the 99+ with the 60lb FPR as the 24lb's do in mine with the 40lb FPR. This is all assuming that both set up's provide the same amount of fuel using different methods, volume in mine and higher pressure in the newer. Or am I looking way to far into finding an easy out here???:scratch:
       
    18. 2000StreetRod

      2000StreetRod Staff Member Moderator Elite Explorer

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      increasing fuel pressure

      Increasing fuel pressure by changing the FPR used to be a common method to gain fuel flow into the engine. I suspect that Ford upgraded the fuel pump and the fuel hoses in 1999 for the 50% pressure increase. If you're still running the stock fuel pump you should consider upgrading it. You'll eventually have to anyway.

      Some racers prefer the return type fuel system over the returnless. I suspect they think that the vacuum control of the fuel pressure is more responsive than waiting on the PCM to calculate an engine load change to adjust the pulse width. It may not make a difference after 2003 (2004 and later) when Ford added the fuel pressure sensor to the fuel rail and pulse width modulation control of the fuel pump.
       
    19. Twisted1

      Twisted1 Active Member

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      Right, I agree the vacuum controlled seems like it would be more responsive. As far as the fuel lines go, they are the same stainless hard lines and braided stainless flex lines so they'll hold any pressure you put to them. Upgrading the fuel pump is on the list of winter changes but I'll need to upgrade the FPR regardless to take advantage of the increased flow and pressure. I know the 99+ technically uses a fuel damper on the rail and not an actual FPR but I was more using it as a comparison as far as line pressure. I'd have to source another style FPR that would be compatible. I found an Aeromotive adjustable on Summit for around $130 which is a direct replacement for a 97 V8 explorer that is adjustable from 35-70lbs.
      I'm about to compare the regulators from the 9 different engines I have in a few minutes to see which other applications would be interchangeable. At my finger tips this second I have 2 early SOHC set ups, 2 99+ SOHC engines, 2 95 4.0 OHV engines, a 97 V8 engine, an 89 2.9l and an 80's SVO 2.3t in a 2nd ranger and every one has full injection set ups on them to compare. With any luck the V8 will be compatible and I can just order the adjustable regulator from summit which will work for any future upgrades as well.
       
    20. Twisted1

      Twisted1 Active Member

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    21. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      fuel pressure regulator

      That looks like one for a 5.0L

      They don't make any for the 4.0 SOHC that would fit directly to the fuel rail.
      You have to use custom fuel rails and find one that will work with that or one that is not attached top the fuel rails that would instead use AN fittings.
       
    22. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      datalog

      Datalog Fuel PW in clock tics & time between pip edges in clock tics with live link
      Then use this formula
      Fuel PW in clock tics / (number of cylinders x time between pip edges in clock tics)

      That will tell you what the duty cycle is on the injectors, if you are maxing them out you will hit around 100% duty cycle.
       
    23. 4pointslow

      4pointslow Explorer Torture Tester Elite Explorer

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      Strategy

      See if you can find out what your PCM strategy number is with the X4.
      That number is used to choose what "PIDs" you will record in LiveLink.
      Was your truck originally a 4.0 SOHC or OHV?

      Upgrade that Fuel Pump, get an adjustable regulator and bigger injectors, they are all needed for the amount of power increase you are shooting for.

      What turbo kit are you planning to use?
       
    24. 2000StreetRod

      2000StreetRod Staff Member Moderator Elite Explorer

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      braided stainless flex lines

      Have you upgraded the hose in the fuel pump assembly?
      FPAssy2.jpg
      Have you upgraded the hose from the fuel tank to the frame rail?
      split.jpg
       
    25. Twisted1

      Twisted1 Active Member

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      Mine is a factory SOHC that I converted to a 5 speed and Im running the original PCM. I haven't decided on a particular turbo "kit" as of yet. Most likely it will be sourced separately and all the pipes will be fabbed accordingly. I haven't even decided if I'm locating it under the hood with an intercooler or mounting it remotely without an IC. The injectors and fuel pump were supposed to be upgraded over the winter but after doing another fuel pressure test today it's looking like I'll be doing the fuel pump sooner (this week). 4pointslow, what are you running for an adjustable FPR and are you still using factory rails or did you upgrade to aftermarket? Well I guess the first question is are you a return or return less fuel system?
       
    26. Twisted1

      Twisted1 Active Member

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      Not as of yet, my external lines were in good shape so there was no need to swap or upgrade them. The internal lines I have never looked at but I will be within the next week or 2. I did another fuel pressure test today and idle pressure was 29psi, over 3,000rpm it dropped to 24 psi so I've at least figured out my issue. I changed out my fuel filter and found A LOT of water and dirt in the system
      20150727_103913.jpg
      This is just from the 3 months it sat the end of this winter after I lost the first engine.

      I swapped the filter and did a second pressure test and it came up but not enough. Now it reads 30psi at idle and bumps up to 35psi at 3,000rpm then drops off a little as the rpm's get higher. I did manage to take it for a test run after the filter change and it seems to have gotten rid of the stumble at high rpm shifts. My MAF counts are still staying right around the 920 mark so that most likely isn't my issue right now (pic of my data log after the filter change)

      20150727_111151.jpg

      For now I think I'll leave the injectors and MAF alone and upgrade the fuel pump and FPR. That should cure the issue for good along with draining and cleaning out my fuel tank.
       

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