I'd vote, but afterwards I'd find that I accidentally voted for Bob Dole...
Didn't see "Driven easy and cherished like it was one of my own children" on this poll. I guess I'll have to wait until the next one.

Thor:
I agree. Some are modding their little hearts out and driving them hard without any comprehension of the limits of the vehicle.

Just for clarification:
"You have to pay to play" doesn't mean you have to buy your own mods. It means, if you blow it up, you fix it.

 

good point....but

The L fuel system consists of twin 155 lph pumps. Plenty of fuel for those that have blown their engines, so I rule that out as a problem. Ford hooked us up with twin pumps and the larger 42's for a reason. I have run 50 shot,100 shot,150 shot, and fuel supply could be a problem with shots bigger than 100, and of course a 10" Monster lower pulley. Depending on other MODS of course. Running an External Mechanical Fuel pressure guage is the only accurate way to monitor fuel pressure under full tilt.

From Idle, which is about 30 psi. +/-, to as high as 60 psi at full boost is what I have seen, roughly.

This maxing out meter thing is hard to believe that it could be happening with many 2001's, I woud much rather see some hard proof of this....or something. maxing out the meter is possible, but we havent reached that stage yet, well...not all of us at least.

 

In my opinion, the vast majority of the trucks that are blowing up have had some (or more) modifications.

Maybe this is self-evident, but straight from the factory, with a few exceptions, the operating parameters of the truck allow for aggresive performance (hard driving) while maintaining the durability envelope for the drivetrain components (the parts are good).

Wilk

 

Twin 155 pumps and a rising rate regulator??!!! Wow you guys got the hot ticket! I still vote for detonation....not "weak" factory parts. Either too lean or too much timing

 

People not paying attention to what their truck is telling them.There has to be some kind of tell-tale signs before the motor lets loose.
There is no way I am going to believe that cruising down the highway at 80 mph, and then BOOM.....or something

 

What would I vote if we were just makeing to much power?

 

Something else to think about excluding NOS trucks,almost all the trucks that i know about blowing up are either a 2001 or 2002!Either there is not that many 99-00's running the 5-6 pound pulley yet or there could be something with the 01-02 computers that could be adding unnessary timing under certain loads at WOT that could be contributing to the extra boost from the pullies!

Matt

 

Too much boost combined with high RPM.

Also, has anyone done any data logging on those 140 mph blasts. I bet you'll see much different data than on those <13 sec runs in the quarter.

 

38 top gun posted this

We have run into just every problem we could. The air mass thru us for a loop and would not allow us to build fuel pressure etc. We got that worked out and the HP numbers jumped. There is huge power in the timing but you cant get there without running racing gas. So I am cheating. 600-650hp on pump gas are big numbers. This where we had to make the decision to go with the race fuel.No real magic great gas,big injectors,80psig fuel pressure and tons of timing. I should be able to post within the next month after I fix the trans and get back on the dyno. P.S. all with a stock camshaft. My wife drives the truck!!!



Maybe he could enlighten us as to how he compensated for the mass air problem on his Twin Blower setup.

 

I beleive that the forces that are being put on our Heavy trucks
is a major reason with component failure and engine failure, there
has never been a truck so heavy yet so fast and putting that much stress
on the motor. With mods I think that we might be pushing the parts
to the limits?
Abuse is the number one reason, constant dragging and and racing
coupled with the weight is a mixture for failure nad nos and
alot of people really beat thease trucks hard, why? because its hard not to
myself included

 

Lets do the math...

hp at the rear wheels of say 400 hp on a chassis dyno

trans looses say 12% so 400/.88 = 455 hp at the crank at say 5500 rpm

but according to eaton, the blower at 12000 blower rpm and 10 psi we are already eating 58 hp. To get this 400 hp at the rear wheels I would guess we need to spin say 17000 rpm with a 6# pulley at say 14 psi (way off the chart but lets guess for fun) 100hp drain due to blower load. see http://www.eaton.com/supercharger/M112.html
This 100hp + the 455 hp we got above adds up to

555hp from a 330 cubic inch motor. How some of us are puting this 550hp 550 ft-lb torque monster on a little 145 mph blast on what I hope is a very remote long road and wondering why a rod just ventalated the side of the block.

this does not take into account the times that the nox was squirting just fine but the fuel pressure was falling off the 80psi mark and playing havock on the tops of the pistons.

Hope this helps (of course all IMHO)

Andy

 

The following information is how a Ford Mass Air meter works!!

The Maf system is based upon the principles of heat absorption. Each molecule of air is capable of absorbing a specific amount of heat. The Maf system uses this property as its basis for determining the amount of oxygen being delivered to the combustion chamber.

The Mass Air meter uses two wires over which a metered ampunt of airflow passes. These wires are located within the Maf sensor. The tempature of the first wire (or cold wire) is controlled strictly by the tempature of the surrounding air. As the tempature of the air increase, the ambient (cold) wire gets warmer. As the air tempature decreases, the ambient (cold) wire cools.

The Maf sensor electronically maintains tempature of the second wire (or hot wire) at 200degC warmer than the first wire (or cold wire). Each molucule of air has the ability to absorb heat, as molecules of air pass over the hot wire, the wire is cooled and more energy will be required to keep the 200degC tempature difference between the two wires. It os the amount of adjustment the Maf sensor translates as oxygen density information.

Even through tempature and barometric pressure vary the number of air molecules in a given volume, the mass airflow system remains accurate because actual air mass is measured.

Note: Mass airflow systems still contain IAT and BP sensors. The main purpose of these sensors are for calculating spark timing. They may not be used in airflow calculation.

 

In the world of Turbo Buicks, it s not uncommon now days to see a street driven car that can max out there stock MAF sensor (255 gr/sec) before the car ever gets out of 1st gear, or at the drag strip the MAF sensor would stop reading air flow before the car hit the 60' timers. After that its up to the chip tuner.

I wondered why ford went to the 90mm sensor on the 01' trucks, everybody that had an 99/00' went and bought the sensor but it really didn't show that much power. I think any power increase came from the chip that you had to use with it. My 00' made over 400 rwhp with the stock 80 mm sensor........But now it is starting to make sense, they HAD to use a bigger sesnor because of the changes they made to the computer for 01'

Now JDM is working on an even bigger 100 mm meter to get around the computer problems, thats a very large meter and I wonder if it will have the same driveability as the smaller meters.

Dale

 

Well, I was hoping this MAF paranoia thing wasn't going to spread too far, but apparently it has. I've been getting quite a bit of e-mails asking my thoughts on the subject, so I suppose I should just post my views in public to get it out in the air.

When the MAF hits 5 volts, the PCM switches over to a default load table that has preprogrammed values in it to try to "safely" run the motor since it can't measure any more air at that point. When you make changes to the truck, those values are kind of useless. With our software, I can change those values so that when 5 volts is hit, there is little chance of damaging anything.

I really feel this is something nobody needs to be concerned about. I doubt anybody is hitting 5v. The 90mm Lightning MAF is being used as the hot set up by the Mustang tuners and is proving itself good up to 650rwhp. The only Lightning I have EVER seen hit 5v is mine, and that is just a split second before the shift points. I seriously doubt anyone is making more power than me right now, or even close to it. Jim may be hitting 5volts, because he's running over 20psi, but I don't think anyone else in the Lightning world is near that point. And even if there IS a problem with the MAFs pegging, going to a larger MAF is NOT the answer. You don't go to a larger MAF to extend voltage range, you go to a larger MAF if the one you have is a restriction in your intake tract. You run a stock Mustang 55mm MAF on your truck if you wanted to, as long as it is calibrated correctly, and not hit 5v (of course THAT would be a restriction). The MAF issue, if it ever becomes a problem, can be solved with a $.025 part.

I have not seen any trucks come close to the point of pegging the MAF yet, so I don't think it's anything to be alarmed about. I can guarantee you that nobody is blowing spark plugs and motors from pegging thier MAF. Blown motors come from too much power (or excessive detonation) and burned spark plugs come from too much timing or overly lean mixtures. If you want to make sure you're safe, see if you can get a hold of someone with a scan type device like the Ford NGS, or Autotap (or something similar) and go make a WOT blast and record MAF voltage.

 

The following information is how a Ford Mass Air meter works!!

The Maf system is based upon the principles of heat absorption. Each molecule of air is capable of absorbing a specific amount of heat. The Maf system uses this property as its basis for determining the amount of oxygen being delivered to the combustion chamber.

The Mass Air meter uses two wires over which a metered amount of airflow passes. These wires are located within the Maf sensor. The tempature of the first wire (or cold wire) is controlled strictly by the tempature of the surrounding air. As the tempature of the air increase, the ambient (cold) wire gets warmer. As the air tempature decreases, the ambient (cold) wire cools.

The Maf sensor electronically maintains tempature of the second wire (or hot wire) at 200degC warmer than the first wire (or cold wire). Each molucule of air has the ability to absorb heat, as molecules of air pass over the hot wire, the wire is cooled and more energy will be required to keep the 200degC tempature difference between the two wires. It os the amount of adjustment the Maf sensor translates as oxygen density information.

There is a calculated table that reads this energy and reads as volts. The PCM has a calibratied table to read the voltage and make adjustments according to input from various other sensors to get the correct A/F ratio and Timing.

Even through tempature and barometric pressure vary the number of air molecules in a given volume, the mass airflow system remains accurate because actual air mass is measured.

Note: Mass airflow systems still contain IAT and BP sensors. The main purpose of these sensors are for calculating spark timing. They may not be used in airflow calculation.

This way of measuring Airflow is the most accurate mothod to date. As much as we hate to admit it. The tuners may reaching the limits of the stock Ford calibration. Their is not much difference between the 99-00 &01-02 calibrations. I would like to see data from any tuner saying that the Ford meter is not properly reading the airflow!

If I hear of a tuner putting the blame on the stock PCM calibration or mass air meter not reading the airflow correctly. I'm going to challenge them outright to produce the proof. Maybe it was their program!! It is the adjustments they are making to the stock calibration to go faster. The People here deserve the truth.

Even tuners mess up! If the tops of your pistons show no evidence of detonation and you lost a rod. You plain just added too much boost. If they look like the surface of the moon! Call you tuner!! You take the risk!

More engines are not blowing b/c of the mass air meter! Lean condition, Maybe. Depending on the program. It is NOT because of the mass air meter not being able to read the airflow or a glich inthe PCM!

You can only put so much air through a mass air meter. Even if you put a 5# pulley on. That air even if it is going through at a faster rate has to go through that meter. Show me the data. Don't speculate.

Thor.
because actual air mass is measured