1988 TC single Holset turbo 5.0/ 4R70W Reply #135 – January 31, 2011, 07:28:38 PM OK, I want to get opinions; am I including too much detail, enough, or not enough. I've been recording the build for myself, really, but I want to keep it interesting for you guys.Comments? Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #136 – January 31, 2011, 07:39:22 PM The more the better! Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #137 – January 31, 2011, 08:12:57 PM Quote from: flylear45;351345Thanks, Chuck. I just keep plugging away!If you think I can be of any help, I'd be happy to try.Thanks. My main hang-up was waiting on some more parts for the coil driver portion. Then I just got side-tracked on other things. It should just be a matter of getting back to it. Quote from: flylear45;351367OK, I want to get opinions; am I including too much detail, enough, or not enough. I've been recording the build for myself, really, but I want to keep it interesting for you guys.Comments? IMO, it's nice to see a detailed build that has some substance to it, as well as some custom stuff. It shows how to make things work the way you want them to, instead of just bolting on parts. I say keep on keepin' on. Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #138 – January 31, 2011, 08:14:15 PM You can never add to much.But your making us all look bad. Take a break LOLI always come in here frist to see what you have added Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #139 – January 31, 2011, 08:38:39 PM I am in the midst of putting an eaton M90 on the driverside of my 5.0L in my Stang, and was going to turn the intake around as well. this helps tremendously. I may have missed it, but what size pipe are you running behind the throttle body?The more details the better man and pics to go along with it....AWESOME build.... just need some better welds LOL Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #140 – February 01, 2011, 06:27:04 AM Quote from: 1WLD BRD;351385I am in the midst of putting an eaton M90 on the driverside of my 5.0L in my Stang, and was going to turn the intake around as well. this helps tremendously. I may have missed it, but what size pipe are you running behind the throttle body?The more details the better man and pics to go along with it....AWESOME build.... just need some better welds LOL I know, the welding is a weak part of my 'skill set'. I was having a LOT of trouble on the early part of the build, but I took the ground cable off the welder and cleaned everything recently. That helped a lot. The bead on the intake pipe I am actually pretty pleased with. I haven't leak tested it, but I think it's tight. Before I hit the ground clamp with a file, the welder would act like there wasn't enough heat even on settings I never had to use before. Major difference now, and I can use the settings I'm used to using again. I'm going to go back and re-do the subframe welds now that it's fixed.My Lincoln MIG is about 22 years old now, she just needed some TLC. It got worse gradually over time, so I really didn't 'get' what the problem was until it got really bad. I was actually looking at new welders. Not any more, thankfully.As for the pipe, it's just 3" exhaust pipe. Mandrel bent. I get all that from Columbia River (I think it's called) a TF site sponsor. If you page back you'll see that flipping had some problems that came with it. Mainly having to spend money on a remote FPR and the work to make the new lines. Somebody suggested using F150 or Crown Vic fuel rails to avoid the hassle. You might look into that . I wasn't expecting to spend as much on the fuel side as I did, and mostly because of the flipped intake. It also hit the oil fill tube on the Mustang valve cover. Simple mod on that, though.I think it'll be worth the effort in the end. The cold side is going to be very simple and direct with the driver side exit. Once I am satisfied with the build I may take off the pipe and have someone make it up in aluminum one day. This sucker is HEAVY!That will be down the road, though. Maybe when I upgrade to an aluminum head 351?QuoteIMO, it's nice to see a detailed build that has some substance to it, as well as some custom stuff. It shows how to make things work the way you want them to, instead of just bolting on parts. I say keep on keepin' on. OK Chuck, good to hear! I just didn't want to be babbling on and using BW if it wasn't pertinent. I was hoping that walking through the process, including the dead ends and mistakes, might be helpful to someone. I know I go back on the build thread for the turbo TR7 to remember how I did things when I have to work on it. Keeping this log will help me out that way when I (ever) finish this car.The biggest advice I can give anyone doing major mods is to keep a couple of folders, one for receipts and one for all the documentation on parts, including every scribbled note to yourself. My EVTSM is full of penciled in changes to circuits with wire colors and splice locations for future reference. It's too easy to forget otherwise. The picture log can be a life-saver, too!OK, back to work. Gotta weld in the bungs for the IAT in the intake pipe and for the O2 sensor in the downpipe. It's time to clean out and flush the fuel lines with solvent and permanently mount the rad, IC, and AC condenser.Need to keep whittling away on the punch list! Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #141 – February 01, 2011, 07:48:54 PM Went back and forth today on whether or not to stay with the original AC condenser. I tried the Explorer radiator, NPR IC, and condenser stack a couple of ways, but I think the stock condenser really only fits best when it's at the front of the stack. What might work better is to use a mid 90's Ranger/ Explorer condenser that's narrower and has outlets on each side of the rad. That would make running the lines a lot simpler. I'd really like the IC at the front of the stack if possible. Maybe that's not too important, though. I really need more info on the Explorer condenser to find out if it has #6 and #8 AC fittings. If so, I'd prefer it at this point. The Tbird is too wide and the fittings may interfere with the turbo outlet. I may just order a condenser to get one here to trial fit it.I did pick up some 18mm spark plug extenders from NAPA and cut them down to use as bungs. (They are 1/2 the price of a true bung and work just as well.) The radiator and fan will work real well together with the fan on it's side. Attaching it won't be too big a problem. Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #142 – February 01, 2011, 08:49:14 PM I would keep the IC in front if possible. If it was me I would want as much cool air as possible to hit that thing with no blow-by warm air from the rad or condenser.....Have you considered mounting it at the bottom in front of everything where there's more room, behind the lower front air louvers in the bumper cover? And maybe fabbing up some kind of shroud which directs incoming air directly to it from the louvers? Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #143 – February 03, 2011, 09:14:50 AM Quote from: sarjxxx;351509I would keep the IC in front if possible. If it was me I would want as much cool air as possible to hit that thing with no blow-by warm air from the rad or condenser.....Have you considered mounting it at the bottom in front of everything where there's more room, behind the lower front air louvers in the bumper cover? And maybe fabbing up some kind of shroud which directs incoming air directly to it from the louvers? Agreed, front would be ideal. I don't know about moving it down. Remember it's a pretty big piece, and it would complicate the radiator shrouding. Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #144 – February 03, 2011, 09:29:42 AM Yeah, I think until you find out more info on that Explorer condenser, I'd hold off. At speed, and when it matters the most, you may not notice a difference in all actuality, but who knows. It's going to get heat soak from the rad and condenser at idle and low speeds anyway, so, even with the IC up front, you're still going to need to get moving for the IC to actually start to do it's job. On a hot day, power's gonna suck anyway. On a cool, turbo-friendly day, the AC condenser being up front won't matter.There's really no way to know what is actually happening unless you try it both ways, and record the inlet and outlet temps from the IC...which is a bunch of extra work for what might account for a few extra hp.I guess what I'm getting at is, I doubt the AC condenser up front will be that much of an issue. As long as the IC is on front of the radiator, I would just go with what packages best. Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #145 – February 03, 2011, 05:51:25 PM Quote from: Chuck W;351690Yeah, I think until you find out more info on that Explorer condenser, I'd hold off. At speed, and when it matters the most, you may not notice a difference in all actuality, but who knows. It's going to get heat soak from the rad and condenser at idle and low speeds anyway, so, even with the IC up front, you're still going to need to get moving for the IC to actually start to do it's job. On a hot day, power's gonna suck anyway. On a cool, turbo-friendly day, the AC condenser being up front won't matter.There's really no way to know what is actually happening unless you try it both ways, and record the inlet and outlet temps from the IC...which is a bunch of extra work for what might account for a few extra hp.I guess what I'm getting at is, I doubt the AC condenser up front will be that much of an issue. As long as the IC is on front of the radiator, I would just go with what packages best. Just what I'm thinking. This will be 99.9% of the time a cruiser for daily driving. Hell, I'm thinking to leave the AC on when I'm staging and let the WOT switch handle taking it off! If I can get over 425 HP with this combo I'll be satisfied, even if it isn't optimized for HP. I am dreaming up the next version, though.If I find I am working this setup real hard to get my goals, I can always ice down the IC before a track run and turn off the AC.Can't wait to go from theory to testing! Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #146 – February 03, 2011, 07:01:46 PM Oh yeah, that is a monster. oh well, n/m. What I was thinking of will definitely not work:pI was thinking of something more around the size of what I plan on using for my setup:http://store.max-redline.com/servlet/-strse-141/Detail Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #147 – February 03, 2011, 07:40:45 PM I made a tubular rad support that drops my rad a inch and half. I have had no probs with ground clearence.Just an idea Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #148 – February 04, 2011, 06:51:02 AM Quote from: SirChirpAlot;351737I made a tubular rad support that drops my rad a inch and half. I have had no probs with ground clearence.Just an idea I actually thought about that, but I think it'll work out this way. Looking at it with a fresh mind, I believe I can make the stock condenser work. I will probably end up making a new liquid line (as well as the rest of the AC lines). I can't see how a stock line will ever clear the turbo and hot pipes otherwise. I'll probably end up making a custom hose with a new expansion tube to the condenser, running it low on the frame rail and straight up to a 90 at the condenser inlet. I know it's a lot of futzing around, but I really like AC in a hardtop.On a different note, I placed an order to siliconeintakesystems:2 x 3.0" Silicone Straight Coupler, Blue $13.982 x 3.0" Silicone 45° Elbow, Blue $33.988 x T-Bolt Clamp for 3.0" Silicone Parts $20.801 x Stainless Steel Joiner with Water Injection/Probe Taps, 3.0" $9.99That should finish off the cold side plumbing. The joiner is a pretty nice little piece that is well worth the money against the time and materials it'd take to make something similar. I got all my silicone from this guy for my last build and it is a great value. Quote Selected
1988 TC single Holset turbo 5.0/ 4R70W Reply #149 – February 04, 2011, 07:07:27 AM Quote from: sarjxxx;351729Oh yeah, that is a monster. oh well, n/m. What I was thinking of will definitely not work:pI was thinking of something more around the size of what I plan on using for my setup:http://store.max-redline.com/servlet/-strse-141/Detail Gotcha. Looks like a good choice for a twin turbo. They act as a heat sink, so the more heat they can absorb, the longer your charge temps stay low. On a balls-out drag run you will overpower your IC's ability to rid the heat, so having more mass helps stave off the inevitable temperature rise until after the stripe.Keeping head gaskets intact has SO much to do with keeping the intake charge cool. A good tune is mandatory as well, of course.I am not yet a member of the head gasket club, even though I've been into turbo cars since the late 90's. Mostly due to caution (and some luck too, I suppose). This car may ruin my record, though. I understand stock heads are pr0ne to lifting on the 5.0 even with everything else 'right'. The budget just doesn't allow for aluminum heads right now. Quote Selected
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