NA4LSOHCBUT [Not ANOTHER 4.0L SOHC Build Up Thread!]

[Fredness]

Intake is in!
Wow, what a PITA. It is truely a great intake, but the instructions are pure crap, and they are actually WRONG. The fit is tight, and even though it says it is specifically for the 1998 Explorer Sport, there is no way in hell anyone ever tried to fit one for R&D purposes. The factory intake has 3 ports, 1 for the IAC, one for the PCV breather and one for the IAT. The Volant intake has 2.

I chose to swap the MAF harness and use the IAT in the MAF (since I swapped to a plastic MAF last year).

Here are some more results:

184 Peak HP (1st gear average)
214 Peak TQ (1st gear average)

These are FIRST GEAR numbers at the rear wheels, so they are tainted, but repeatable.

Previous were:
181.2 Peak HP (1st gear average)
171.9 Peak TQ (1st gear average)

0-60 Averages:
Pre-Mod: 9.601 Seconds
Exhaust (no tune): 8.572 Seconds
Intake (no tune): 8.4365 Seconds (Very repeatable)

60-0 Averages:
Pre-Mod: 5.6865 Seconds
New fluid: 5.15525 Seconds (Far better pedal feel, no fade)
Rotors and pads: 3.875 Seconds!!!!
I stopped almost 100 feet shorter than the previous 9 runs due to the decreased 0-60 times and improved braking.

 

[Jakee]

Hmmm. Interesting. I honestly thought you'd see more out of the intake.

What's the proceedure for the HP numbers?

 

[Fredness]

Monitor the Calculated Torque strip everything from the .csv file but rpm and torq for a run through ONE gear. Then set up a simple fomula; =sum(b1/a1)*5252 (assuming you start on row 1 and rpm's are in column "A" and torq is in "B").

That will take your torque and convert it to HP. Then look for the peaks.

This would be VERY close to dead on if run in 4th gear (1:1 trans ratio). Problem is, you'ld be over 100MPH.

The intake WILL show more HP gain, as the PCM learns what to do with it. These runs were made 20 minutes after the install. This weekend it will look better.

Part-throttle response is nothing short of amazing. The wife asked if all I did was the intake, she thought it was more...

 

[Jakee]

Fredness - I think it'll be even better once you tune that thing. keep the info coming.

 

[Fredness]

I am REALLY looking forward to this weekends tuning session!

 

[Jakee]

How about HP in second? Most people calculate in that gear from what I see.

 

[rocket 5979]

How about HP in second? Most people calculate in that gear from what I see.

You are mistaken Jake. People dyno in whatever gear is their 1:1 ratio gear. In a typical 5 speed it is 4th gear. In a 4 speed it is usually 3rd gear.

 

[Fredness]

The people that do it in lower gears either have a 3 or 4 speed, or their torque numbers are high and HP is low.
Unless you use Road-Dyno, then you can mathmatically select 2nd or 3rd with no real issues.

 

[Jakee]

You are mistaken Jake. People dyno in whatever gear is their 1:1 ratio gear. In a typical 5 speed it is 4th gear. In a 4 speed it is usually 3rd gear.

Really? Why in the heck does the legendary doug always use second gear? (In our trucks)

 

[aldive]

Really? Why in the heck does the legendary doug always use second gear? (In our trucks)

He explained in in a post when your buddy spindlecone questioned him.

 

[Jakee]

He explained in in a post when your buddy spindlecone questioned him.

Yeah - I followed that thread but the answer was never determined. I believe he said contact the dyno operator for further details. Let me read up on this some more to make sure I'm not seeing the whole picture.

 

[rocket 5979]

Really? Why in the heck does the legendary doug always use second gear? (In our trucks)

My guess... and this is just a guess...is that sometimes tuners will take the time to lock the tranny out so that it only operates in one gear for dyno purposes. This is done through the advantage software. Sometimes tuners will take the easier way out and instead of locking the gear out they will instead just get up to speed then go WOT and the tranny will drop down to 2nd gear depending on what speed the wheels were already spinning and then hit the log button on the dyno. It would be very hard to go WOT through the entire powerband while in a higher gear unless you had already went through the previous gears at WOT. That would leave an area of time where the vehicle was going WOT but not logs (A/F) were being done which would obviously be unsafe to do. Choosing the lesser of the two evils would be the process where the truck would end up getting dyno'd in 2nd gear is not locked out in the software. The best would be to lock the 1:1 gear out in the software and dyno in that gear. I cannot speak for Doug but there can be some other reasoning for him doing that too.

 

[Jakee]

I watched the guys at my only dyno session pretty good. They "Cruzed" thru the gears until they hit drive, wound it up a little, started recording and punched it.

Anyways, it's still clear as mud to me but I can let it rest.

 

[Fredness]

Here we go, more confusing numbers...

As if there isn't enough confusing information out there, this should push some of you over the edge...

I did 9 runs today, 4 "learned" runs, 2 data-logging runs and 3 final runs.

The previous runs (immediately after the intake installation with no time to learn) showed a group average of 15.2% improvement over stock, 7.764 seconds 0-60, 184HP, 214Lb/Ft TQ with just the intake and exhaust, before any "learning".

The 2 "after-learning" runs were a little nicer performance wise, and showed a 14.8% improvement over stock (a loss of .4% average over the previous "un-learned runs), 7.661 seconds 0-60, 188HP, 212Lb/Ft TQ with just the intake and exhaust, after a week of "learning".

The 3 final runs were after a PCM flash with my data-logged tune. We now have a 17.7% improvement over stock, 7.4005 seconds 0-60, 188.9HP, 210Lb/Ft TQ with just the intake and exhaust, and a new Flash.

So, I have 4.9 more HP, 4Lb/Ft LOSS of torque, and my 0-60 improved by .2605 seconds with the PCM flash (.3635 seconds from the pre-learned runs).

So, who's confused?

Look at the "Rogue-Dyno" graphs attached, and they should clear up everything. While the peak numbers are a small difference, the overall numbers are drastically changed. 20+HP and over 30Lb/Ft of torque. See the first chart has higher "peak" numbers, but the torque line is slow to build.

Now the second one has fewer peaks, but look at that torque! Starts at 150, peaks early and stay relatively flat through the entire useable range.

 

[Jakee]

Great information and good going! You're already knocking on my door, and now I want the 0-60 datalog runs so I can see!!

Jakee

 

[Fredness]

Looks like it's time for a Dyno Run to do a side-by-side with the "Rogue Dyno" and see how close it is...

The wife is very happy with the mods to date, now we need the 4.30's and the clutch plate mod to get ready for the lift and 33's.

 

[Jakee]

I would like to see the screen shots of the 0-60 run so I can see exactly where you're starting the count.

I am having a hard time understanding this. You started out slower than me, then added an intake and exhaust, and tune. Now the data says that you are right with me. I've got a few more mods than you have.

Either way; I doesn't matter but there has to be a reason for this.

 

[Fredness]

From page 2

TPS off 0 = start
VS = 60 = stop

stop - start = 0-60 time

This ONLY works if your speedometer is calibrated!
...mine is calibrated to a nats butt


Also, I have about 3 solid weekends worth of datalogging on my tune.
I'm pretty sure yours doesn't have that kind of effort in it.

 

[jah81592]

Really? Why in the heck does the legendary doug always use second gear? (In our trucks)

Here is you explanation. You are right and Rocket is right in the same token. First off some software doesn't allow locking of the torque convertor. So they would pull in 2nd (which obviously would yield a higher rpm) and more than likely the convertor would stay locked and especially if the vehicle has the speed limiter enabled you would get on the speed limiter before ever completing a full pull in a 1:1 gear. Believe it or not I do have customers who at thier request still have the stock limiters in place. As a side note just for dyno purposes yes I could temporarily remove it on the dyno then replace the limiter when finished but at 4 customers request they wanted to see what the vehicle would do in "street" form so 2nd gear pull was a mandatory-don't ask I dont know they pay I execute. Also 2nd is mandatory for a stock vehicle wanting a baseline-untuned. Now on the dyno I have tested the differences between 2nd and 4th(5speed auto) and there wasnt an ounce of difference in hp. The dyno operater (owner, not a kid) confirmed this as well. Now don't think I would ever dyno a higher hp automobile in 2nd the pull would just be too quick. But on the stock explorers if it has to be done then I feel comfortable. I personally always lock the convertor and pull 4th, but on occasion have had to execute 2nd.

 

[Jakee]

From page 2

TPS off 0 = start
VS = 60 = stop

stop - start = 0-60 time

This ONLY works if your speedometer is calibrated!
...mine is calibrated to a nats butt


Also, I have about 3 solid weekends worth of datalogging on my tune.
I'm pretty sure yours doesn't have that kind of effort in it.

I'm not quetioning your efforts.