04' 4.0 SOHC with Lightning M112 dyno results...

[Doug904]

Hey guys,

Just got home from the dyno with Brian Mc. and we got some great results. With his completely stock 4.0 SOHC engine and the M112 Lightning s/c, 39lbs injectors, 80mm mass air and my mail order base tuning he made 251rwhp and 291rwtq at a flat line a/f ratio of 12:1. From there we identified a few issues he needed to clear up like spark plug gap and a pretty large intake restriction.

Pushing 12lbs of boost we ended up with 265rwhp and 306 rwtq with a better a/f ratio of 11-11.5:1. When he gets the intake restriction cleared up along with a few other small items he should be alot closer to the 300rwhp mark.

The best part about this is it runs beautifully and idles with 18-20 inches of vacuum. His short term fuel trims are within +/-5% and the truck doesn't ping one bit. In other words driveability is factory perfect.

Enjoy....

 

[RedEB]

I would say something, but I am currently drowning in my own drool.
Great job, keep us updated!!!!

 

[Doug904]

Sorry, here's a picture of blower installed on the truck....

 

[F14CRAZY]

Shoulda started with a 3rd gen 4 door stick

But auto or not, sounds like it'll fly!

 

[Heavymentill]

I've been keeping up with that project over at rangerpowersports.com That site is a goldmine for performance info. BIG thanks to Doug, Bird, Brian and others.

 

[CDW6212R]

Does it use the intercooler?
DonW

 

[Doug904]

Does it use the intercooler?
DonW

No unfortunatly not. With the M112 hood clearance is definatly an issue and the intercooler won't fit down between the heads like on a 5.4 so even modifing the intercooler won't allow it to sit low enough to fit under the hood. That's is an edge and it has 2" more clearance then the stock Ranger hood and we still had to remove the underhood liner.

There are a few reasons we went with the M112 Lightning blower as oposed to the M62 or M90(supercoupe)....

MP62 ... just have to spin it too fast to achieve the boost level I want.

MP90 vs MP112
1. I can spin the MP112 2500PRM slower for the same boost and airflow.
2. The MP112 heats the air charge 40 degrees LESS than the MP90 for the same boost level
3. The MP112 takes 5 LESS HP to produce the same air volume and pressure.

However, the MP112 is a lot harder to install due to its shape and size (at least the mounting plate of the Lightning and Cobra MP112's)

This isn't our first rodeo though so there is a jet location under the front of the s/c for water injection so if detonation becomes a problem when the intake is opened up then we'll use it to cool air temps down. I use ERL aquamist system on my 3.0 and it works great.

Thanks Doug.

 

[CDW6212R]

Sounds great. That's the supercharger that I wanted to start with on my V8. It just takes a lot of work.
Don W

 

[tmsoko]

Doug, what is your discharge air temp? I am suprised that a with a roots @12psi w/o the intercooler - AND 9.7:1 compression - that you weren't detonating like mad. My Kenne Bell will detonate at 9psi on my 9.2:1 V8. I guess it is just how slow you are turning the M112, but still looks like you are 2:1 or less drive ratio on your pullies. Every now and they things just fall together.

Looks good. Very nice numbers. Are the 4.0L SOHC engines split pin similar to the GM cyclone/typhoon engines?

 

[Doug904]

Doug, what is your discharge air temp? I am suprised that a with a roots @12psi w/o the intercooler - AND 9.7:1 compression - that you weren't detonating like mad. My Kenne Bell will detonate at 9psi on my 9.2:1 V8. I guess it is just how slow you are turning the M112, but still looks like you are 2:1 or less drive ratio on your pullies. Every now and they things just fall together.

Looks good. Very nice numbers. Are the 4.0L SOHC engines split pin similar to the GM cyclone/typhoon engines?

We're not quite sure just yet as he didn't put the IAT after the blower YET. This was mainly just a trial run as he works out of state, or country should I say, alot and he wanted to ensure everything was safe before so he could tear back into it and clean alot of stuff up. The post blower IAT is a very necessary part of tuning. There again though turning the M112 at a low RPM really can help the discharge temps.

He's going to remake the inlet into the M112 as it only has a 2" opening along with upgrading to a cone style air filter as for now he's still running a stock air box and paper filter. Not to mention the stock heat range plugs set on the stock .065 gap . I think he likes making some of my suggestions look a little funny but when he does them he'll like his new found power alot more.

What is a split pin design, I'm sorry I'm not familiar with that term?

Thanks, Doug.

 

[tmsoko]

A split pin crank is where the 1/4, 2/5, 3/6 rods "share" a journal, but the pin is "split" or staggered slightly. This is dependent on the V-angle and the firing order to maintain engine balance. It severly limits power handling however. I was just curious what the 4.0L crank looked like. If it has a common journal with aligned rod centers for the set of rods, it is not split pin.

Regarding the stock air box, I remember when I swaped mine out. When I first installed the blower and ran ~5-6psi, I checked the filter a few days later. The filter had "domed". I was so restrictive and the blower was pulling on it so hard that is actually started to pull the filter in and domed or bent the screen! I changed to a K&N panel for a quick if and it worked OK. When I changed to the K&N cone wil new alumimum air box, 3.5" aluminum "zip" tube, 75mm TB, and 3" intale elbow, I picked up over 1psi boost with the same pulley set.

 

[Doug904]

A split pin crank is where the 1/4, 2/5, 3/6 rods "share" a journal, but the pin is "split" or staggered slightly. This is dependent on the V-angle and the firing order to maintain engine balance. It severly limits power handling however. I was just curious what the 4.0L crank looked like. If it has a common journal with aligned rod centers for the set of rods, it is not split pin.

Regarding the stock air box, I remember when I swaped mine out. When I first installed the blower and ran ~5-6psi, I checked the filter a few days later. The filter had "domed". I was so restrictive and the blower was pulling on it so hard that is actually started to pull the filter in and domed or bent the screen! I changed to a K&N panel for a quick if and it worked OK. When I changed to the K&N cone wil new alumimum air box, 3.5" aluminum "zip" tube, 75mm TB, and 3" intale elbow, I picked up over 1psi boost with the same pulley set.

Ohh ok, you mean splayed journal crankshaft. Yes, it does and unfortunatly that limits the rod width as well. Dang FORD!! I can't beleive a company would put a 5.7 length rod in an engine and then limit the width to narrower then a chevy size, hahahaa.

Yes, we figure his between his airfilter, box, and intake he's probably loosing 2-3 psi and alot of flow to boot. Then if you don't smooth the graph you'll notice a bit of breaking up of the HP in the upper RPM's so that's probably ignition related. Hopefully we can get to the 300hp mark with this one but if not then definatly in the 280's, it is neat that we are already at the 300 mark at the flywheel and around 350 tq. Now if I can get him to also take those 35" tires off we may even pick up a few more ponies. hahaha.

If this one doesn't do though I'm building one that will, or should I say it's already built. It's a 01' SOHC with low compression 8:1 pistons, blueprinted and balanced bottom end along with ported and polished heads. I just picked up a Stage 3 SPEC clutch for the T-5 tranny that's going behind it. Putting it in my little Reg cab Splash, should be interesting

Later Doug.