Thanks for the update! The project looks really sweet.

As a turbo novice, why is it that I have seen some turbos which are belt-driven, and then there is yours, which is driven by exhaust gases? I am just curious. Perhaps the belts-drivens are "super-charged"?

Keep up the great work. I am really enjoying following your progress. I can't wait to see this project when it's completed!

Thanks,
NCC

 

PJF,

Umm...nevermind my turbo-novice question. Duh:

Turbo = exhaust-gas driven
Super = Belt or chain driven from the crankshaft

Both have advantages and disadvantages. I should have done some quick reading first.

Thanks,
NCC

 

PJF-
Looks great! Just a thought; have you considered putting your behind-the-seat wiring set-up inside some kind of box? It would suck if some water (rain/puddle/etc.) came in a slightly open window and got back there.


Allow me to try and make them even easier to understand. Turbo's and superchargers/blowers really only do one thing; increase displacement.

By compressing air, they are able to force a larger volume of air (boost) into an engine, increasing it's displacement. For example, a 302 that has a turbo/supercharger/blower that can achieve 14.7 pounds of boost (at sea level) has become a 604, and will have as much power as a small block Ford that had 604 cubic inches of displacement (when it reaches 14.7 psi of boost).

Get it?

 

Awesome setup. Props on all of the fab work.

Im in the middle of an SC build for my project SHO-taurus, I know how much work it takes for such a project

BTW, I might have missed it, but why did you choose the megasquirt?
Ever think about using the TWEECER?

 

Hey HumboldtF150-

Thanks for the compliments!

I chose the Megasquirt due to the 4.6 not having a distributor. The 4.6 uses an electronic distributorless ignition system (AKA: EDIS) and there was not much in my price range out there to control both fuel and spark aside from the Megasquirt. Since I had to custom fabricate a wiring harness for my particular application I figured a Megasquirt fit the bill as well as anything!

Do you have any pics of your supercharged SHO? I personally would love to see it!

 

I do have pics, actually, a complete documentation online.

She will be (as far as I know) the first Eaton-boosted SHO to retain the stock intake. I JUST relocated though, so the car is going into storage for the time being. Its running, but desperate for a tune.

In hopes of not highjacking your thread, Ill let the pctures and website do the talking

Here is one of the more recent photos.


LOTS more info here: http://www.bonnefin.org/kwb2/M90projectSHO.htm

 

WHOAH! That is one kick butt pic! You have no worries about hijacking my thread. Pics like that make me drool! Your FMIC looks sick! That thing is a monster.

About 17 years ago ( )I was in high school with a girl whose parents bought a brand new Taurus SHO. That thing would FRY the tires in stock form. I can only imagine what yours does.

Your website is fantastic. Thanks for sharing!

 

Thanks man.

As I said, I know what it takes for such a project. SOOO much time, research, energy, and $$$

BTW, My daily driver is a SHO as well. Modded,, but still NA, pushing a hair over 200FWHP

The project SHO will be pushing 350 or so FWHP

SHould make for an interesting ride, especially with the amount of low end toque the eaton blower will provide

 

Hello PJ
First let me say you have a great truck and project, so great that you have inspired me to try my hand in this styule of swap.
I have been watching this thread and it has sparked me to maybe give this a try. I was wandering if you could inform me of the problematic areas of a mod motor swap into a 94 model F150. What I have is a 97 Lincoln Mark VIII with the 4.6 DOHC motor and 4R70W Tranny. I believe the motor has spun a rod bearing and it is making a tapping noise from the lower part of the motor. My plans are to rebuild the lower end of the motor and maybe add $1000.00 worth of cams (lol) considering it is 4 of them, and increase the compression. I would love to make it a 5.0 liter motor but do not know what I can get for my motor yet.
Is the shortblock of a 4.6 SOHC and DOHC the same, or are there some block differences. I noticed that you said you eventually were able to do away with the fabricated plates for the mounts and just bolt the motor up to the stock motor stands. The lincoln fuel rails have a return style setup on the motor,so are there any other things I should be aware of? I noticed you mentioned the oil adapter, is it a problem with the frame or is this because of the way you mounted your exhuast and turbo. I know I cannot afford to go with a turbo, so I will probably keep it to a high compression NA setup.
ANy help you can give me will be greatly appreciated, and sorry for being so long in my post
Thanks in advance
Kenneth

 

Hey Kenneth!

I am amazed that after following the mess of my build you would want to do it yourself!

I will do my best to answer you questions but keep in mind that I am flying by the seat of my pants here so take all my advice with a grain of salt.

The SOHC and DOHC have the same block, just different heads.

I still have the spacer blocks on my motor mounts but that is only because of the flipped exhuast manifolds I am running. To my eye it appears that stock manifolds pointed backwards would not interfere with anything.

If you already have return style rails then you should be golden. Just check to make sure that they are the same size fittings as what your F150 came equipped with from the factory.

The oil filter adapter, uggghhhhhhhhh, this thing has been a nightmare! However, this is again because of my flipped exhaust manifolds. In your case though things may be different. Does the Lincoln piece have an oil cooler integrated into it like the Cobra's do? If so then you will probably need a Mustang GT unit and an oil filter re-location kit. If you have the smaller Mustang unit already then just a plain jane $40.00 oil filter re-location kit should fix you up. The problem is that the oil filter bumps into the crossmember.

One thing that you have not addressed, and it could be the biggest hurdle you have to face is the engine and transmission management. The 4R70W needs to have some kind of electronic control. If you can get the Lincoln computer and somehow splice it into everything so that it controls engine and transmission you will be good.

This is where things get super complicated and one of the reasons I went with a five speed and the Megasquirt EMS. None of the modular engines use a distributor so you are FORCED to find some type of distributorless ignition system. This means either splicing in the factory computer to the existing vehicle, or buying one of the several aftermarket EMS units, or going the route I did and building a Megasquirt. The transmission is another story, if you cannot use the Lincoln computer then you need to buy an aftermarket transmission controller and they don't come cheap!

Amazingly enough I stumbled upon a thread last night at modular fords where a guy is doing the same swap as you, even into a 94! Here is the link:

http://www.modularfords.com/forums/m...0-a-56415.html

I have written to the guy but haven't heard back yet. I am dying to talk to him!

Let me close by saying this. If I had any idea it would have been THIS complicated I wouldn't have undertaken this project. But, the journey isn't always about the destination, right? I am not saying this to discourage you, I just want you to know what lays ahead if you go for it!

Sorry for the novel length post!

 

I own the complete car, and planned on taking the complete wiring harness and computer and using it to run the motor and transmission, but I have had some thoughts of backing out of this after considering the headache that may be involved for a couple of HP and less cubic inch. I am going to consider the options of this swap and just building a 347 and decinde after talking to my finance manager (my wife!) lol
Thanks
Kenneth
would I be able to use the stock Lincoln wire harness and computer without splicingor do you know the answer to this.

 

Well finally an update!

Here is a pic showing my transmission installed. Not pictured is the freshly machined flywheel, it's there though. Look close to the left inside the bellhousing and you can see my SPEC pressure plate, it's the bright blue bit. But the real focus of this pic is the CNC Inc. slave cylinder. The Mustangs have never used a hydraulic clutch, always a pull style cable. The F150 uses a hydraulic clutch, siggghhhhhhhh. I bought the push style slave cylinder and used some 1/8" strap to fab up this mount. Of interest in this pic is the massive bubble gum weld I made! Guess what? You need to turn on the gas before you start welding. :o



Here is a pic from way back when I started this project. It shows how the factory serpentine belt was routed.




I was going to spend $60.00 for an "AC delete" kit which is nothing more than an idler pulley bolted in place of the AC compressor. With a bit of work I was able to reroute the belt, switch the ribbed idler pulley into the place of the smooth one of the factory tensioner, bought a shorter belt, and I came up with this. Total cost, $13.99 for a new belt, and a washer that I found in my junk box, not bad.

 

My turbo oil drain hose that I made up. This is my first time making up AN fittings. Much easier than I expected and super cool as well. I will say they don't give the hose or the fittings away. Yikes this stuff is expensive! I have a bunch more for the rest of the remote mount oil filter I am doing. Once that is done I will post pics of it.



And here it is installed on the turbo and engine. I welded a bung into the oil pan and everything seems to look like I actually know what I am doing! Amazing.



And part of the reason I have been lacking in updates lately. My new bike! 2006 Suzuki DRZ 400. Way too much fun, I have owned a fair amount of bikes but I think this one is by far my favorite. One thing is for sure with this thing, I won't be wearing out any front tires if you know what I mean!



As usual, more updates to come. Stay tuned.

 

Yeah, steel braid and AN fittings don't come cheap, but done right, they don't leak, either. lol.

These were the old lines I replaced on just two sprint cars back in February. Actually, the brake lines aren't even in the picture. lol.

 

Was drivin the '97 today and that truck still makes me smile. Even though I'm a pushrod fan through and through till I die, that 4.6L screamin up to 5500 in first, churpin the tires slammin into second, still pullin hard in third, then motorin fast in fourth, and finally cruzin smooth in fifth had me excited. And thats a 100k mile stock motor. I so wanna drive yours after it's done....

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