Supercharged 02 Sport

[Jakee]

Im pretty sure I can install my stock MAF guts into the lightnings Maf housing. But will the 90mm be too big? The local napa has one in stock. I dont want to spend the $200 and find out its too big.

There's a guy by the name of JAH that has a forced feed induction (Turbo), I think he went with a 80MM c&L. You really need a good tune. Injectors, you probably want to start out with the ones you have until you turn the boost up then go from there? 30Lbs maybe?

I'm going to do the same thing you've done and will probably follow jah's lead. I wouldn't turn the boost up to high with your stock internals. Just my opinion.

Me personally? I wouldn't drive it until it was tune time.

 

[Jakee]

Ok I spoke with Doug, then ExplorerExpress, then a local sct tuner. Recommendations were bigger MAF, bigger injectors and bigger fuel pump/booster pump. Now... I ask for some help. Trying to locate all of those that would work on my vehicle. MAF so far has been a flop noone claims to have on that will work for a 4.0 Explorer. Injectors... basically "plug and play" (minus computer tuning) and fuel pump/booster where to start?? I would like to get rid of my lean condition and start jumpin on this bad boy and see what it can really do. Including a dyno test to see what my numbers are.
MAF???
INJECTORS???
FUEL PUMP/BOOSTER???

Talk to this guy; jah81592

He has experiance with what you are doing. He's already done this except with a turbo. He can help you. The guy know's his stuff, I've talked with him personally.

 

[kabukie]

Do some research on the Lightning 80 mm MAF meter (stock 99-00) or 90 mm (01 and above) and let us know the results.

The local Napa warehouse had a 01+ MAF for the Lightning. The electrical connection is not the same. Lighting = 4pin Explorer = 6pin So just swapping out mafs will not work. I am now looking into the MAF.ia Interface suggested on another thread.

 

[kabukie]

Recently purchased the MAF.ia Interface as suggested by justin146 in the following thread. http://www.explorerforum.com/forums/showthread.php?t=166790
In order to help steer away from the bank 1 and 2 lean codes Ive been getting, I set the MAF.ia to +5%. Afterwards went for a short test drive and notice a small gain. Mostly it was more torquey.
Now on to buying an Xcalibrator2 and getting a tune. Anyone want to contribute to the "College Student Supercharged Explorer" fund?

 

[rocket 5979]

The booster pump and FMU was a packaged item in the Ford Racing SC kit.
I have a returnless setup as you should have, contact Ford Racing and see if you can purchase it....

it is a 200lph with a FMU at 12:1 using a Hobb switch at 1psi.

Comes with all the fittings pre-attached.

For the returnless guys...

FMU's are designed to work with return fuel systems only. They will NOT work with returnless fuel systems. I explained this in full detail somewhere in another thread in here about a month ago.

Also, with returnless you will not be able to go with a booster pump (aka inline booster pump). Those are also for return fuel systems and will mess with A/F in a returnless setup BADLY!

The returnless options for supporting more fuel flow are either switch to a high flowing returnless fuel pump or add a Boost a Pump (BAP) from Kenne Bell. The easier route would be to just wire in a BAP, though it is more expensive and will not be able to support as much hp as my second suggestion (it will be able to support 99% of peoples hp goals in here though). The cheaper/better way would be to install a differentreturnless fuel pump. I would suggest an SVT Focus pump as it will support all the horsepower most will want in here and should be REALLY close to a swap out and drop in application too when referring to wiring and also pump to hose nipple connections.

The local Napa warehouse had a 01+ MAF for the Lightning. The electrical connection is not the same. Lighting = 4pin Explorer = 6pin So just swapping out mafs will not work. I am now looking into the MAF.ia Interface suggested on another thread.

The reason they have different pinning is because the Lightning has an external Intake Air Temp Sensor (IATS) which goes AFTER the air charge in the Eaton supercharger so as to get an accurate reading of the actual air temp after being compressed/heated in the supercharger. You can still use the L Maf and I actually suggest it for you. All you will need to do is to cut the outer wire on each side of your stock MAS wiring harness pigtail and wire those to an external Intake Air Temp Sensor which should be mounted in the new supercharger lower intake manifold. There should be a plug of otherwise a provision for this if the sensor itself is not there already.

Do not go with the MAFia as it will not exactly cure what you need which is not only more MAS metering range, but also being able to read IAT's from after the supercharger. You NEED to be able to tell the computer how hot the air charge is AFTER being compressed by the supercharger not before. If you have your IATS mounted before the charger your computer will leave MUCH more timing in than if it was reading actual intake aircharge temps after the charger. This will lead to detonation which WILL be catastrophic for your stock engine. I hope this explains a few things for you. If you have any further questions just ask.

 

[kabukie]

Alright so what your saying... Go with the lightning MAF and install a IATS. So what part would I purchase for this? Would the lightnings IATS be able to be used on my application? "blowing up" my daily driver/only car wouldnt be fun.

 

[Jakee]

Oh yeah, I forgot rocket. what the heck did he say?

listen to him.

 

[frickea86]

wow thats nice this supercharger kit worked out nice. going to keep reading up on this. hope all the glitches get worked out.

 

[wpurple]

For the returnless guys...

FMU's are designed to work with return fuel systems only. They will NOT work with returnless fuel systems. I explained this in full detail somewhere in another thread in here about a month ago.

FMU's will work with returnless systems , I know, I have one installed in mine. (Designed by Powerdyne/Ford Racing)

It actually works very well, instead of using it to back the fuel up, it is used as a bleed for the inline pump. As the boost increases, it allows the booster pump to increase fuel pressure at the rail. I run a constant 64psi.....the booster pump keeps it at 64psi during boost and increases it up to 72psi at 6# of boost.
Without the FMU and pump, my fuel pressure would drop to the piston melting region. (Not sure how EE can run w/o fuel mods)

Under boost my A/F is a nice constant 11.5 to 12, fuel pressure is maintained and power is awesome......can't get much better than that!

 

[kabukie]

the booster pump keeps it at 64psi during boost and increases it up to 72psi at 6# of boost.

So you have a booster pump? Which did you go with?

I was told by the local SCT tuner that they would not mess with FMU's. That they would disconnect it for the tune. So my options look like a booster or a new fuel pump.

 

[rocket 5979]

FMU's will work with returnless systems , I know, I have one installed in mine. (Designed by Powerdyne/Ford Racing)

It actually works very well, instead of using it to back the fuel up, it is used as a bleed for the inline pump. As the boost increases, it allows the booster pump to increase fuel pressure at the rail. I run a constant 64psi.....the booster pump keeps it at 64psi during boost and increases it up to 72psi at 6# of boost.
Without the FMU and pump, my fuel pressure would drop to the piston melting region. (Not sure how EE can run w/o fuel mods)

Under boost my A/F is a nice constant 11.5 to 12, fuel pressure is maintained and power is awesome......can't get much better than that!

Ok, yours is by no means a typical returnless system being that you have meshed the two types of systems together. Still, your FMU is not running on a returnless fuel system. It is running on the booster pump in a return configuration. Like I said from the beginning, FMU's will not work on a returnless fuel system. This is not just my opinion. By DESIGN and operating principle they will not work together.

Why go through the trouble of doing a hybrid fuel system when you can just buy a SVT Focus (or Ford GT) fuel pump, drop the tank, replace with the new fuel pump and have much more fuel flowing ability without even needing to touch the tune or mess with anything else.

An FMU for a return system is enough of a band-aide...But making a hybrid system to be able to use it is a hackjob. Not knocking on you wpurple, but Powerdyne/Ford racing are still producing hackjob fuel mods instead of really taking the time to design things right.

The ONLY time I would even bother with using two different types of fuel systems on the same car is if I wanted returnless for easy tunability on a daily driving car and then added a standalone return fuel system for a big wetshot of nitrous. Still, neither of the systems would be interconnected.

 

[rocket 5979]

So you have a booster pump? Which did you go with?

I was told by the local SCT tuner that they would not mess with FMU's. That they would disconnect it for the tune. So my options look like a booster or a new fuel pump.

Do not go with a hackjob hybird fuel system as it is not only a band-aid fuel mod but it also will be more expensive than just dropping in a higher flow returnless fuel pump from another Ford vehicle.

Reasons why not to go with hybrid:

1) Band-aid fuel mod
2) More expensive
3) Needs retune
4) Needlessly more complicated

The reason most if not ALL SCT tuners will tell you they will not tune on a FMU'ed vehicle is because they know them to needlessly complicate things and only serve as a band-aid to real fuel needs.

 

[Afboy143]

Man, Castor over at C&M Novelties said I would only need the blower, tune, and his kit deal to run just 5 lbs of boost and anything more I would need bigger injectors, MAF, ect. You guys are making this sound expensive

 

[wpurple]

My FMU and booster pump is installed in a vehicle with a "returnless" system,
where by definition, there is no return to the tank.

The FMU and booster pump are hooked up in the one line to the fuel rail in a "loop type" configuration, where the booster pump will flow thru the FMU and back to the input of the pump, but no fuel is returned to the tank.
(As the boost increases, less fuel is returned to the input of the tank)

If you want to call the FMU and pump in it's loop a returned system, well then I guess that might be the case........

This setup was designed by Powerdyne for Ford Racing, and although FMU's are not the best way to go, in my case, it seems to do a adaquate job of keeping up with fuel demands.

 

[Jakee]

Man, Castor over at C&M Novelties said I would only need the blower, tune, and his kit deal to run just 5 lbs of boost and anything more I would need bigger injectors, MAF, ect. You guys are making this sound expensive

With only 5LBS of boost I don't think you need anything more. But, how long will you just run 5LBS of boost? I bet not for long.

 

[kabukie]

Man, Castor over at C&M Novelties said I would only need the blower, tune, and his kit deal to run just 5 lbs of boost and anything more I would need bigger injectors, MAF, ect. You guys are making this sound expensive

Yes Caster has not went with these upgrades however I am getting the check engine light (he is not). with both banks 1 and 2 lean. so instead of risking detonation and "blowing up" my vehicle Im going with the necessary upgrades ie injectors maf and pump.

 

[rocket 5979]

My FMU and booster pump is installed in a vehicle with a "returnless" system,
where by definition, there is no return to the tank.

The FMU and booster pump are hooked up in the one line to the fuel rail in a "loop type" configuration, where the booster pump will flow thru the FMU and back to the input of the pump, but no fuel is returned to the tank.
(As the boost increases, less fuel is returned to the input of the tank)

If you want to call the FMU and pump in it's loop a returned system, well then I guess that might be the case........

This setup was designed by Powerdyne for Ford Racing, and although FMU's are not the best way to go, in my case, it seems to do a adaquate job of keeping up with fuel demands.

That is what I meant. Just because it does not return to the tank does not negate that it is a return type of system. Coupled with the stocker returnless system makes a hybrid system which is TOTALLY different from just plain returnless. Like I said before, FMU's, by design, will not work on a returnless fuel system. Yours is no longer a returnless system, it is hybrid.

 

[rocket 5979]

Man, Castor over at C&M Novelties said I would only need the blower, tune, and his kit deal to run just 5 lbs of boost and anything more I would need bigger injectors, MAF, ect. You guys are making this sound expensive

With just 5 lbs of boost you might be able to get away with stocker injectors, fuel pump, and MAS. I would still datalog some key things to make sure your injectors aren't getting too close to their full duty cycle as well as the fuel pump. The PID's you will want to datalog will be "fuel injector duty cycle", "fuel pump duty cycle" and "MAF counts" also known as MAF ad counts". Post those logs up once you get them and go from there.

While it may not be totally neccessary to upgrade your fuel components at this time, it is highly reccomended to do so. Little glitches here and there that cause lack of fuel can become catastophic in a blown application. Tune it safely and see how much room your stock fuel system has to go and then go from there.

 

[au01st]

What year SVT Focus and Mustang GT fuel pumps will work? I'm looking at doing this supercharger in the spring and I'd like to start getting stuff ready.

 

[rocket 5979]

What year SVT Focus and Mustang GT fuel pumps will work? I'm looking at doing this supercharger in the spring and I'd like to start getting stuff ready.

Not Mustang GT. Ford GT, like the GT40 supercar pumps. Any year should be fine and dandy. If I were you I would match years to your vehicle if possible. The wiring may be slightly different but that will pose no big problem. If you run into any problems just message me and I can walk you through it further. The SVT Focus pumps will probably be a little easier than the GT pumps because the fuel line nipple is not tapered like the GT pump is. I have two Ford GT pumps in my system but I went fully custom so it was ok to deal with the tapered nipple. For a more drop in application I reccommend the SVT Focus pump.