Classic Mustangs List Archive

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Mail From: keven (Coates, Keven)

>Keven, you will have no driveability issues with port injection, as the problem with fuel dropout in a carb manifold are side-stepped by misting the fuel directly at the back of the valve.

This is part of the reason I went with the dry manifold. The advantages of the dry manifold are many. I was thinking more of a long runner type intake, but at the time I designed it, I couldn't find any long runner intakes that would flow well for a 351W, especially since low weight and price were my goals. The Victor Jr. seemed pretty well proven in this regard, although the shorter runners will probably give me less torque at the lower RPMs. Oh well, with 375ci in a stroker I'm pretty sure I won't be hurting too much on torque ;-)

>Dual injectors will not be needed (unless for other reasons).

I went with dual injectors because I can get 18 lb/hr pencil injectors from a crown vic for pennies, but getting 38 lb/hr injectors would be big $$$. I planned on running the GM EFI since it's thoroughly hacked and well proven, but I'm thinking of switching to the megasquirt system. I've been in on megasquirt from the beginning and now the support is even better than the hacked GM systems. The price is right, and I'm an electrical engineer, so no problems building it, etc.

> Fair warning though - tuning EFI can become addictive.

I've heard! My old friend Bruce Plecan (GM tuning guru) used to tune all day long. He would be in line at Burger King and decide to tune the idle on his stroker Buick 4.1 turbo. That thing was incredible.

> topped with my own EFI

Are you building it from scratch? I've considered this many times, but decided something proven would save me time.

>and a GTP38 turbocharger breathing through air/water intercooling. The goal is to exceed 500 fwhp on 91 pump gas, 22mpg highway minimum, idle and driveability like Lincoln built it and be reliable as a brick for at least 5 years/50K miles with a handful of drag runs per year or more. The tweaker is a $5000 budget for the whole project, including the ugly little truck (good condition, but well used and dinged-up).

I don't doubt this is possible. Those who have unlocked the secrets of the turbo have great power ;-). Seems like part of your critical selections will be gearing. You'll have to gear it pretty high to get that kind of gas mileage on the highway, and most rangers have a pretty low gear stock. The cam and compression will be important too (as I'm sure you know).

>Sure, I could make 650+hp with a few more mods of the intake, heads, valves and cam, etc. - but that would blow the $5k budget limit and stress the required reliability on a stock block.

That was my beef with the awesome numbers on the dyno competition I saw in the magazine. They were great numbers, but the cams were all .75" lift type cams! Geez, I wonder how long that will last. Seems pretty stressful for a reliable engine.

>I should come-in under budget including suspension mods for traction,

Traction will be a big issue. One nice thing about the ranger is that the weight transfer during acceleration is substantial due to the height of the truck. Sports cars have a disadvantage here.

>braking, safety stuff, and other whole-package items. I'll take bets, though. ;-) Second reason this project is relevant is that a sharp tune will be required to meet the performance goals with reliability day after day.

Good luck, keep us posted!
Keven
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Mail From: rick (Rick Larson)

David, can you be my friend :-). I have a 46 International truck, 93
5.0L, C4 and visions of a weekend driver. someday...
-----------------------
Keven, you will have no driveability issues with port injection,...To
prove the power with economy and driveability theory on a tight budget,
my current front-burner project is a daily driver Ford Ranger with a
5.0L GT40 transplant (absolutely bone stock as pulled, except the
injectors), coupled to a modded C4 and topped with my own EFI

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Mail From: W427 (David)

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Mail From: W427 (David)

Awesome! Weekends only?!? ;-) Don't wait for someday. Start planning
now and get moving forward. Although it may take a while - you can move
mountains with a teaspoon.

I've actually had this truck over a year. It's taken me that long to
plan how to do it all without lots of "do-overs" that cost budget money
and to also find parts at good prices. Just get your notepad out and
start jotting notes of what you want and need to do. It will get a mind
of it's own from there... :-D Although this is a Mustang forum, if you
need advice or cheerleaders, just post here. We would love to help and
don't mind an occasional diversion.

David

Rick Larson wrote:
> David, can you be my friend :-). I have a 46 International truck, 93
> 5.0L, C4 and visions of a weekend driver. someday...
> -----------------------
> Keven, you will have no driveability issues with port injection,...To
> prove the power with economy and driveability theory on a tight budget,
> my current front-burner project is a daily driver Ford Ranger with a
> 5.0L GT40 transplant (absolutely bone stock as pulled, except the
> injectors), coupled to a modded C4 and topped with my own EFI

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Mail From: keven (Coates, Keven)

>Cool, just that dual injectors are twice the work and double the rails or bungs to make or buy. ;-) Keep in-mind there are all kinds of high-flow injectors out there for cheap. The ones I put in the 5.0L are from 1980-87 Ford CFI (TBI) V6's that are rated 37# (because there are only two).
Yeah, and I know there are other options. I choose the 19 lb/hr injectors because at the time it was harder to find circuitry to drive the low impedance injectors, and I didn't see any others I could use. The TBI ones are pretty big, not that this would preclude them from working. The 19 lb/hr ones are the "pencil" injectors from the crown vic, and are small. I'm not converting the intake, I have an engine guy doing that (at the time I didn't have a mill, etc.).
I started this project probably 8 years ago and at the time there was no flex fuel, in fact injectors alone for anything with decent hp was difficult to get AFAIK. Now I'm kind of stuck with the setup since the intake has already been converted (working on fuel rails now).
Good info for future builds though!
>No - a modified MegaSquirt is the base processor. Not that it means anything, as most all MS's are modded to one degree or another. ;-) Yes - go MS. I have even developed a method to tune remotely so I could help a guy in Belgium tune his 331ci blown stroker in real time.

Cool!

>Gearing is an interesting topic. To cut to the finish - I will use 2.73's from a Mustang. =8-O Seriously, they will work great.

Tall gearing can work. I've been running around all this time with 2.79 gears in my Mustang, although for my 302 I really needed something higher for more fun. It's really hard to limit wheelspin with such tall gears. I have set of 3.25 gears ready to put in, but for my stroker this was as low as I wanted. With a turbo and all that displacement, you'll definitely want some pretty tall gears to get good highway mileage, especially with a C4.

My Mustang loafs along at 1500 rpm at 70 mph! The T-5 plus tall gears makes the NVH (noise vibration and harshness) level much lower, plus I get 17-18mpg now. Contrast this to my Miata, which is at 4000 rpm by 75 mph with the 4.3 ratio rears and a five speed! Of course, the Miata has an engine that's less than 1/3 the displacement of my Mustang, so it's still turning an equivalent 1333 rpm in "dynamic displacement". Of course, it gets 28 mpg even cruising at 4000 rpm. It really needs a turbo though ;-)

Keven
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Mail From: mustang (Brandon Peskin)

Took the carb off earlier and have the SOB taken apart on my workbench.

First carb rebuild for me -- how exciting!


On Mar 22, 2010, at 8:38 PM, Chris Kelly wrote:

> Needs a rebuild. It's likely that the accel pump is sucking air and not
> moving fuel when you move the throttle. There's the diaphragm, the check
> valve and also a check ball in the pump well and a gasket on top of the well
> - any of that can cause issues from sticking or deterioration. Also, just
> dirt or debris in the shooter passages.

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Mail From: draftercorp (Draftercorp)






I've heard! My old friend Bruce Plecan (GM tuning guru) used to tune all day long. He would be in line at Burger King and decide to tune the idle on his stroker Buick 4.1 turbo. That thing was incredible.


> topped with my own EFI



Wow, Bruce Plecan! I knew I recognized that name. I had a 95 LT1 and he was the go to info guy for the tuning of the factory computer. Small world.

On topic, I am getting ready to start driving my 67 on a daily basis....

Andy Walker
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Mail From: keven (Coates, Keven)

I think anyone in the early GM EFI tuning days with internet access heard of Bruce! He was an amazing guy. He's passed on now due to health complications (never was in good health since he got back from Vietnam). He was a very helpful and friendly guy and I really appreciated the help he gave me.

Keven
________________________________________
From: classic-mustangs-bounces at lists.twistedpair.ca [classic-mustangs-bounces at lists.twistedpair.ca] On Behalf Of Draftercorp [draftercorp at ajwalkerdesign.com]
Sent: Saturday, April 03, 2010 7:45 PM
To: Coates, Keven
Subject: Re: [CM] 351W with stutter at low RPMS

I?ve heard! My old friend Bruce Plecan (GM tuning guru) used to tune all day long. He would be in line at Burger King and decide to tune the idle on his stroker Buick 4.1 turbo. That thing was incredible.

> topped with my own EFI

Wow, Bruce Plecan! I knew I recognized that name. I had a 95 LT1 and he was the go to info guy for the tuning of the factory computer. Small world.
On topic, I am getting ready to start driving my 67 on a daily basis....
Andy Walker

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Mail From: W427 (David)

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