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    Increase mpg in Ford 460

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    Increase mpg in Ford 460

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    14 views23 pages

    Projectmpg 4-Part Magazine Series

    Uploaded by

    deatriste
    Increase mpg in Ford 460

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 23
    aA Le hg Ta ea ES > FOUR WHEELER i CHEVY K-5 AXLES Ce ed meu eee MU ti Peery: es are ro Sra Part 1: We gain 7 percent with just a tune-up By Randall J. Thomas he Challenge: Do you think it sible fo take a 7,000-pour crew-cab 4xd-with a gas-guzzling lock—and go from eight mpg to 13 ? And increase the output an addi tional 70 hp to boot? And do it wi | mods —fust over-the-c The crew at Perfe 2% ‘ch their Holy Grail, tak ths to test anythil The age-old phrase about having your cake and eating it too must have co’ from an optimist dreaming of increasing ormance and fuel economy at the same time, Those words fall into the same 110 PG tegory as “inexpensive quality” or ‘cheap gold However, itturns out that performancs and and the omy in many cases can be one same, Basically, the more eff ient an internal cambustion en somes, the more available power can be had from the same amount of air and fuel. This of course is true up to a point Our first steps were to. evaluate the vehicle and establish a baseline, do some tuning, and to instrument certain areas 0 we could begin research. With our Pentium-powered laptop computer on board, we set out fo record rear- wheel horsepower, acceleration, and fuel mileage. Calculated horsepower and torque figures were obtained using the Performance We started out with a big-block- powered, 1-ton, four-door 4x4 crew- cab dualie as a test mule. The Centurion company of Michigan pro- duced this 1988 factory conversion by mating a pickup front half with a Bronco back half. With nearly four tons of rolling weight, six tires on the ‘ground, almost 20 feet long and over eight feet wide, this mountain of a truck was getting less than nine mpg when we started. Even though this rig ‘may not be exactly (or even remotely) what you have, the principles should apply to many different vehicles. Trends Performance Analyzer software, resulting in extremely accurate read- {ings in comparison to each other. A Vericom unit was used to back up these test figures. As per the SAE-rated factory output (on an engine dyno), our 460 was listed at 230 brake horsepower at 3,600 rpm and 390 Ib-ft of torque at 2,200 rpm at the flywheel. Our figures, by contrast, were rated at the rear wheels. For comparison’s sake, one could estimate the flywheel figures would be roughly 20 percent more than that of our rear-wheel results, JULY 1999 PROJECT MPG and couldn't be more true in this case. We found many respectable products that could indeed improve economy and per- formance at the same time. In the coming months, well show you what happens when we test synthetic is, high-flow airfiters, computer chips, head- ers and a cusiom exhaust, an overdrive, and basically anything we thought might, work. We flow-tested catalytic converters. We dyno-tested fuel pressure setups. We ppor mixture to escape along with the exhaust improving power, but n i he sacrifice of fuel mileage For maximum throttle response and accurate fuel metering, it's impera- tive the Throttle Position Sensor be accurately adjusted. The Ford manu- al telis us the voltage setting should be .998 volt, where ours was less, at 987. A quick twist of the screwdriver Before we checked or set the timing, the spark output (or SPOUT) connec- tor needed to be removed. This disabled the computer from trying to correct the timing at the same time we were making the manual adjust- ments. Before getting under way, we needed to ensure that the engine and sus- pension were not doing any extra work that would take away from the fuel mileage potential. We installed two fresh Interstate batteries, boast- jing 850 cold cranking amps and 120 minutes of reserve capacity each, 60 our alternator would not be working overtime. Interstate's Mark Love ‘mentioned we could leave our radio ‘on for 50 hours and still have the Juice to start the engine. This handy little tool, called a Code Scanner, is available from Sun-Pro for about $40 and plugs into the vehi- cle’s wiring harness at the diagnostic port, which leads directly into the engine management comput- er. The Code Scanner told us our ‘Oxygen Sensor was reading a little on the lean side and the EGR valve was not seating properly. After con- firming these problems and repairing them, we were on our way. got us back in shape in a hurry. Note: We did not pierce the wires with test probes but rather slid back the weatherseal instead. Allowing moisture to enter the system could ead to improper readings, creating headaches down the line. Initia timing was increased from 10 to 12.5 degrees. Just enough to be noticeable, but not so much as to. cause pre-ignition and make the engine ping. Too much increase, and the ever-probing computer would electronically retard the base timing back to where it thinks it should be, therefore losing any benefits, and Even though our rig was running well then some. (or so we thought), we did a detailed Inspection on our engine. Although our plugs and cap looked good, we felt that putting new ones in was cheap insurance in extracting every ounce of performance. Before doing any tuning, we needed to check our Ford big-biock’s base idle setting, which involves removing the air bypass valve sensor plug (the hori- zontal metallic tube seen below the Intake hose) and setting the idle-plate stop screw to read 650 rpm on the tach without the computer interven- ing. We set ours at a slightly higher 750 rpm to help keep maximum alter- nator output at idle. The connector was plugged back in, and we were ready to move onto the next proce- dure. Contact your dealer to find out what your vehicle's individual proce- dure involves. Pre-EFI engines will not need to perform this task. JULY 1999 matter what yo milea nave tucked under those PROJECT MPG e and performan e. Anything ca be had with a simple tune-up. This mor had ice and effort, welll show you what we did, and what we we're going to cancentrate on the: gained, along with a lite bit about he al bolt-ons and tricks that w we set Up our truck for testing . Fresh Motoreratt plugs were cho- ‘sen based on our familiarity with their relia- bility and our preference for their character- istics in Jean-conaition situations. Moroso Biue- ‘Max Spiral core wires were cho- sen in light of their quality (real wire used in the windings) along with their direct-fit applications. We discovered our old wires ‘showed nearly 10 times more resistance on an ohm meter as compared to the new Blue Max wires. A new Borg-Warner gold terminal distributor cap and rotor were also added to round out this underhood tune-up package. ‘sources [et Driveshatt« Gop! FW * 2369N_ a5in ‘Miwaukeo, Wi 62218» 80082-7027 « ‘Custom crveshat Bosch + Dept FW + 280058. 25th Ave, + ‘Broadview, I 60159 7087855200 « wi bosch com « Exhaust Gas Oxygen sensor Grane » Dep! Fil + 590 Fenress Biv. « Daytona Boach, FL. 32114 « GO4258-6174 = ‘wa cranecams. com » Adjustable fel regulater esto | Ine. «Dept. Fe ‘s60e0 Daves Ra» Avo, OH 440tT = 440994 (00 «i. desionengeering com » Thermal ame ape Flowmaster Mutflrs + Dei. FW * 2975 Dutton Av «Santa Rosa, CA d6407 » aoe 42761» mune ewmasiermatiers com» Mtfors ‘2d Pear shie Gear Vendors, tno. » Dopt Fi # 1717 N Magnolia Avo. « Ei Cajon, CA 92020 « 00999- 9555 «un goarvencers com = UnaerOverawve unt Hypertech Dep: Fil» 1910 Thomas Fa + amphi: TN 25%o4 «901/382-8868 sham rypenscnne.com * Computer Mose Interstate Batteries « Dop: FW 12770 MentOe-» Sute 400» Dalas 1X 75251» {BOdCRANICTT wana rtortatobattenae com # Dual batons KAM + Dent Fl 561 low Ave P.O. Box 1829 ¢Fveride, CA 92502 « 800809-684-0762 ‘we KNFiers com + cleaner KLOTZ Chemicals « Doo! FW +P.0 Box 943 + Fon Wayne, IN 46857 » BoO42.0450 « wa alet2ube com Fue! active MAG « Dop: FV + 15214 Black Deer Loon + Tamoouia, CA 92500 » 80067-4386 « ‘wana masproai cam « Header system JULY 1999 Mr. Gasket » Dept FW + 700 Brookpark, + Cleveland, OH 42429 » 21ase-c00 = ‘wea rygashat.com » Thermostat aystom ana Motor Masters » Dep! Fi 855 Hwy. Ke arto, Wi Ss027 ¢13)673.2358 «Rew each ‘esing Performance Trends * Dep 0. Box ‘573 « Dearborn Haigh, Mi 48127» 206/473. {230 « wun. petormanceends.cem + Computer ‘Analyzing Sotware Performance Unlimited 4-Whee! & Off Road Center « Doo! Five 760 Grand Ave. « Halon, Wt 53027 « 14)873-4077 » ww po ‘omanceurintad.com «station, fabrication tna tosing Pro-Blend Chemicals « Deo! FW +P.0. 80x 5854 « Wastor-Salr, NC 27133 « O0/357- (520 © Lubricant adaives anche Suspension + Dep «500 Nortnild Dr Unke Poest 60045 « 8841G0- RANCHO » ww gorancho com « Shocks and steenng stablzor Random Technologies + Dep! + 1315, Temple Johnson Rd.» Logarvile, GA 30219 « T7QIUTS-0264 wv rarcombochnaoay con Hig)-Fow Cala convertors U.S. Tire and Oi » Dept. FW» 4255 \Washngian Si « Combried Losi, WI.54113 + -BONIH02 « Exhaust eng West Side Auto Center Dact + 554 Pina St « Martora, Wi 89027 «41473-2320 © ‘Custer muffler bonding and instalation UTE TE CTI ear FOUR “a RT ah dae BS ‘KUMHO ROAD VENTURE AT: LAU | lereleo WN Mae) As ley eae Part 2: Back to the basics Thomas By Rand We did a comparison test to find the difference between the stock air cleaner and filter system and the K&N filter in the stock airbox as well as the K&N Fuel Injection Pertormance Kit (FIPK). It turned out the K&N OEM replacement filter in the factory air- box was the most practical way to go, yielding mileage gains of 3 percent plus measurable horsepower and torque gains. Note the tightly placed pleats in the restrictive OEM-style paper filter compared to the open K&N version. You can also see that only a small portion of the paper filter was being used (indicated by the black spot on the filter) due to the inherently low-flow configuration of the stock airbox. 62 Six quarts of Castro! Syntec SW-50 synthetic engine oil and two bottles of Pro-Blend No. 8080 engine-oil additive went in the motor. Three quarts of Torco 75W-140 synthetic gear lube along with Pro-Blend No. 8888 gear-oll additive went into the rear diff, while ‘standard lube went into the less-used front differential, Standard transmis: ‘sion fluid went into the transmission and transfer case along with three bottles of Pro-Blend No. 4000 transmission fluid additives com- bined. Power steering got cooling benefits from Pro-Blend No. 4500 additive, while the radiator guiped down two bottles of Pro-Blend No. 4032 40 Below treatment as well. Although Pro- Blend additives boast an increased cooling effect of up to 52 degrees, we actually saw a litle more. With a 100-Watt light behind the ‘stock paper filter on the left and the KAN on the right, it’s obvious which ‘one flows more air. Even though ‘more air can flow through, the oll Suspended in the element fibers of the K&N traps more dirt than the ‘more restrictive paper version. The KAN filter can be cleaned, re-olled, and used over and over again for up to one million miles, as warrantied by KAN. These filters further protect your engine trom possible damage because the oil-impregnated filter ‘material naturally repels water, there- by reducing the chance of hydrolocking an engine. AucusT 1999 We set out to see how well the cold airbox really works and measure any benefits of the theoretical cooling advantage on the system's overall performance. To accomplish this, a remote digital temperature probe was placed inside the airbox directly under the filter element to measure the intake charge within the airbox. Another probe just outside the airbox ‘measured the underhood tempera- ture, while yet another probe took the ambient outside temperature as a control number. We ran the engine to normal operating temperature during all our tests while driving under foad at highway speeds. af Since the air inlet was so close to the radiator, and because it was absorb- ing heat from the plastic airbox housing, the cold airbox was prone to being preheated. Subsequent tests convinced us there were no signif cant gains to be had by the stock cold airbox under the hood of this particu- lar truck, other than the notable silencing effect it had on engine noise during hard acceleration. The higher flowing capacity of the Fue! Injection Pertormance Kit (FIPK) alr filter element is obvious, but it does eliminate any added benefits from a cold-air-intake system by drawing hot air from within the engine compart: ‘ment. Basically, we found that the FIPK open-element cleaner actually read a higher intake temperature than the engine compartment due to the fact that it was vacuuming out the hot underhood air and sending it directly into the engine. K&N says the increased flow of the filter outweighs any benefits lost from losing the cold air feature. K&N reports a 3 percent performance and ‘economy increase for its replacement filters and a 7 percent increase in its complete FIPK systems, which are 50-state emissions legal. We felt that top- ‘end power, which the open element provides, is best left to the Mustangs and Camaros to enjoy, while we gain maximum benefit at lower (towing) engine speeds with hotter underhood temperatures. AuGusT 1999 Here we see the airflow advantages produced by the K&N FIPK system (middle) with the stock box (right) and the direct replacement K&N filter (left). Even though warmer underhood air is being consumed, it's not that ‘much warmer than the preheated air. box. However, increased airflow cancels out any negative effects to the power output of the warmer air at ‘medium to higher engine speeds. SEND IN THE AIR FORCE After careful consideration, we decid- ed to try the stock airbox system for the quietest operation and maximum performance while under extreme load conditions. First, we modified the inside of the stock airbox for maximum flow to make up for the horsepower loss over the open element system. Additional gains are possible by making the filtered air path as ‘smooth as possible. Careful atten. tion must be paid so as not to grind through the thinly designed box. MPG 66 More than 120 feet of tape were used in this one operation, and the tape ‘stuck to every nook and cranny. The result is something that looks like NASA designed It. Fuel-injected or drry-air systems benefit more from this, because they do not enjoy the inherent cooling effects of the atom- ized fuel flow through the intake in a carbureted, wet-air system. A cooler intake charge will also reduce the potential for detonation and pinging along with the need for a higher- octane fuel. August 1999 Keeping the incoming air as cool as possible will help in the power and mileage area—at approximately 1 per- cent horsepower gain per 10 degrees of reduction in intake temperature. To do this, we wrapped the entire airbox and inlet tubes with a heat-reflective adhe- ive tape. This product was specifically designed by DEI for this type of applica- tion. The tape differs from typical pipe insulation in that it is designed to keep heat out, not keep heat in. Measuring the inside and out- side airbox temperatures atter insulation proved a dramatic decrease in temperature inside the box, thereby increasing power and economy. We gained several horsepower and a significant amount of torque in add: tion to the benefits of the K&N. However, the open element still gave us the best top-end power. OIL CHANGES {Act Driveshaft» Dept FH08 S485 N. 35m S. Siwausen, WH 52216 = 80072627027 « Custom Greshan Bosch + Dept FWOR « 2800.25 Ave. * ‘Brood, 60153 « 708/885-5200 « Magnota Ave = Iain, CA 92020 © 1900000055 + wen gearvendors.com * Undee/Overdtva wit = Dept, FWDS ©1910 Thomas Rd © Morphin, TH 8134» 01380-8888 « ‘wa hypertech-ne com ® Computer Module SouRCES Interstate Batteries = Doo /W08: Mees. Ste. 400 Dats, TX 75251 © KLOTE Chemicals + Doct. FWOS * P.O. Box T1943 «Fon Wayeo, 14 46857 «600/242-0480 » wera Noahdbe com » Ful acdve TRAM + Dept FW08 «P.O, Box 1520 + iversce, (CA 62502 » 600357-7422 (dealer locator). ‘Soa. 9762 » ww KNFiters.com » A leaner [MAG » Dept. F408 » 42214 Bacaoe Loop © Temacda, CA 92500-9473 « BOSST=1486 © sn macptod com * Heacer system ‘Motor Masters » Doct Pvi08 » 855 Mwy. K+ ator, W1S3027 « 414968-7083 « Flow bench testing Me. Gasket + Do. FW08 * 8700 Brookpark Re = Carolan, OH 44129 » 21698-8300 + Swoon magsht com « Thermostat systom ard er Pertormance Trends » Dept Fivos #0 ‘Box 73 « Doarborn Heights, Ml 48127 « 2AGIE73- 9230 » wu pelormancetrencs. com * Computer Anayang Sofware AUGUST 1999 Pertormance Unlimited 4-Whee! & Off [Road Center » Dep Pins + 708 Grand Ave © Faro. W 89027 «414/673-4077» war Derormanceunumted com + Instatavon fabric: on and testing Pro-Blend Chemicals + Dept /W08 #0. Box S84 » Wanton Sar, NC 27133 « 80031 9520 « Lubricant acces Rancho Suspension » Dect 08 + 6925 ‘Afantic Ave. # Lng Baach, CA 90805 + BBRXGO- RANCHO = worn gocancho.com Shacks and steering stabizer Random Technology + Dept FW08« 1319, Temple toon Rd» Logamfae, GA 90052 © 77O976.0264 «woe andorrtechoology com © bgh-Fow Catt convertors U.S. Tire and Ol» Dp F108 © Washogion St» Comboned Lo bocress 0002 » ww vo Poe St + Hrd, Wi 5902) stom mir Bonding and sieinllnurenend Bes Ma a LT a Bo HU HHL HED? COMPONENTS: Performance Teams For More Power os i Hl Part 3: We find out about chips and exhaust systems By Randy Thomas ‘According to Hypertech’ Allen Ger, the pacity. Howeve forma {EM access port onthe Ford, or lagnos- a. ‘ics port, is actualy atest port used at the factory to confirm the operation of the unit betore is installed. The connections are typically glazed over with a clear lacquer of Ifyou dont have yours retinned t's impor- 50, never to be used again. These very tant that any protective coating is removed thinly tai circuits were designed tobe used from the terminals where the module con- ‘once only. However, this is where the ‘ects. We removed the grease with 2 computer reprogramming module needs to cotton swab and solvent then gently tiein. Since eur connections appeared to be scraped the copper terminals witha jewel. ‘extremely thin, Hypertech advised us to e's le to remove the lear protective sendin our ECM tohhave the connections coating on our ECM. Hypertech used the retinned to ensure positive contact with the diagnostic port to connect Its reprogram: ‘modale plug. We sent ours in on a ‘ming module on our application, making it MPG al Wednesday and got it back that Fiday with an easier and cleaner application than con- in rea ‘pa labor charge. ‘necting it inline under the hood. 66 SEPTEMBER enputer reprogramming ot voKd Research Board (CARB), the vehicle man- vlacturer must honor the warranty on its ticle” W 1 allaround upgrade for $150-8300 Now that we have air out. Normally headers are the frst they pr vantage at ne lower rpin, especially with the supereticient mufflers we The headers primary function is to seav aust from the cylinder, + than just letting the alr find ts ‘own way out under pressure. By their peak performance in a specific pm range dictated by their tube diamete th, and configuration, This usually happens between 3,000 to 4,000 rpm. Contrary t s, having a la ly be detrimer converters as being performance day and age, p i be running them, We 00 tlow ddd our testing on a SuperFlo penne und that there are p converters that reduce w over stock: your vehick ‘Kenny Hatchel at Hypertech advised us that Installing a lower temperature thermostat ‘ill make the engine run more efficiently ‘withthe new chip and therefore produce _more power and increase fuel economy. We ‘selected Mr. Gasket’ balanced style unit {middle which operates more accurately {wathin 2 degrees) but also keeps high ‘volume water pumps from forcing standard eff thermostats closed, even when hot. “The one onthe right has failed completely. | ‘ur original computer module did not work, and after several tries and several ‘models shipped to us, it stil dd work. ‘After contacting Allen Gime at ‘losing of the thermostat altogether. ‘Hypertech, he requested we send in our Hypertech recommended lowering the ECM box (main computer). After extracting mostat to 160 degrees, but we found some the code from our ECM, Hypertech discov- othe emissions sensors dit work atthe ‘ered our box was an update from Ford, lower temperature. So we aso tried a 180- therefore requiring a unique code. degree version. Lower temperatures also ‘According to Gilmer, due to all the vari- reduce potenti pinging and the need for a ‘ances and ditteent computer codes out higher-octane fel. ince they performed there, this happens all toe frequently. At equally well we chose the 180 to decrease tno extra cost, Hypertech came up with a ring and cylinder wear as well as lower injec- custom chip and we had iim our hands tr deposits with a warmer running engine. ‘one day later Here's our module complete- However remember during colder months tyinstalied. We're ready to put the the 185degree OEM thermastat should be ‘rivers kick panel back on where the reinstalled to ensure proper operating tm Fords was located, peratures and cold engine warmup. Wate the MACs increasing the tubing size asthe runners collect together, creating an ‘expansion-chamberike effect and thereby ‘increasing the scavenging benefits. The ‘MAC Long Tube THY header has a total ot ‘seven collector points compared to the con- ventional header’s two points. This further ‘increases the scavenging effect and has the ability to make more power. Mac Jr trom [MAC industries tolls us a large single high- ttficiency mutter may actually have the ability to produce more power than a dual ‘system. However, under extremely loaded towing conditions, the single exhaust can ‘become much hotter than duals. Collector flanges. i Mandreb bent runners are designed to accommodate 20 percent more flow and ensure uniform cress sections of ‘the tube’ iner diameter. The aluminized and HTS-coated tubes further reduce the etfects of ‘corrosion. instalation was fairy straightforward, however the install time could have been ‘quicker and easier if directions had been included with our ki. MAC claims a 20hp rear-wheel ‘merease with its headers. We saw a 2 percent mileage increase to boot. FOUR WINEELER SEPTEMBER 1090 67 Project MPG To retain the lowerpm scavenging benetits from the crossover tube effect yet sti reap the benefits from a low‘estriction dual mutter system, we fabricated a dual outlet ivder that we bolted ont the original header flange. Also, having two catalytic Converters in parallel would allow us the ‘opportunity to free up even more artificial restriction. Notice the free-flowing D-shaped ports, which efficiently spit the large single tube back int two pipes with virtually no ‘negative flow ettects. Performance Unlimited cut out a heavy plate of steel and handfitted the round tubes to the D-port shapes. Then the precise-titting tubes were welded to together with a space between them to allow standard exhaust tubing and clamps to slide over them. SEPTEMGER 1909 FOUR WHEELER Ths extravagant temporary exhaust 95 tem was encocte a compare the new Inaders agaist the rest fhe exaust system independent Pres an aftr Iarkel dunt and catalytic cenvrter Syston was aedy installed in place the srg actory sng contgration a ‘Wie mage an intial visual inspection of sev- ‘ral converters to narrow down the fal to two ofthe best choices we would be test {ing onthe flow beach. With a 100-watt light bulb placed on one end ofthe convert tube, we simply looked trough the ater side to see how much ight passed, getting a rough quesstimate of the internal restriction. This converter is a popu high performance version. «a® George Forge at Motor Masters Racing also tested a typical pertormance turbo mutter tor a grins-and-giggles comparison, We were Surprised to find that the Random catalytic ‘converter outflowed the mater by almost ‘i percent, wich proves that Mlegay removing this type of converter has no sig- nificant performance advantage over 2 ‘standard performance exhaust. As our very limpressed bench operator mentioned, “Flow bench numbers doit He.” Even betore we flow-tested the converters, ‘we knew good things were about to happen. ‘With the same light shining through this ‘converter, it was obvious the Random Technologies unit was going to be much les restrictive compared tothe high- pertormance version. We needed ta confirm ‘our theory. CATALYTIC CONVERTER FLOW BENCH RESULTS AIRFLOW (CFM) INCREASE OVER BASE ‘aseline PERE. STYLE 3416 E RANDOM wi alr tubes’ 30070 “10% RANDOM wie ac tbes 0946 om ‘TURBO MUFFLER‘: 36758 ™ eats we pte Seprion 8b Tes wert ada 4 7c a recto tong he bc chs hrs camp eng coat sete hh eer wing et tu pert wa a 2 eg 1 Peformance sf tema! aa av da tet et et 1 Rion Tetnipes Sapo cate corer 2 Rnd Teanga Soporte crt al ie ft wth FM ag {Stipe One tt mle od compen Note the larger sizeof the Flowmaster 70- series Big Block Il mufler compared tothe standard turbo-style unt. The sizable case 's needed to handle the higher flow and increased heat extracted from the cylinders, thereby improving power and increasing economy, The Flowmaster isa slid welded rmutfler with no seams to blow out or leak and an aluminized coating to resist corro- sion. Basically, the Flowmaster is designed around performance, andthe quieting cond tions that result are aside benef Dan lhnson a Howmasterrecammended 2 cinch tubing fr maximum performance at midrange speeds. However, we elected to go with the larger 2 inh size sa we could make sharper corners to ft around the over dive wit Inthe end, we stil had the same relative flow as that of the recommended Zinc size. An incredibly more expensive ‘mandtel bender could have dane the job without reducing the ameter atthe bends, however this procedure produced smar results with much less cost. {Even though our custom bent pipes cleared all underbody obstacies, it became impos ble to stay tar enough away from everything, Rather than compromise the flow of the exhaust, we opted to use OETs thermal barr er tape, the same stutt we used onthe air intake earlier. Any brake hoses and cables ‘coming within 5 inches ofthe exhaust were ‘rapped to eliminate all potential problems ‘under the worst conditions. 70 SEPTEMBER 1099 FOUR WHEELER Inside, the Flowmaster has ne internal pack- ‘ing material or ers. t's all done through absorbing the sound vbra- tions within the heavy steel case, which leaves the internal bales (pointed out) tree to.create a negative pressure zone (vacuum) {extract exhaust pulses trom the engine. ‘Therefore it acts much ike the scavenging tones to exit the muttler and thereby reduc- Ing the sound without further restricting the exhaust flow itsel. To further reduce underbody heat, Brian Moberty of Flowmaster provided us with ‘Some really stick aluminum heat shields for ‘our monster muttles, complete with clamps. Flowmaster claims up to 50 percent heat reduction and decreased interior noise levels with these litle addons. Besides this reduction of radiant heat from the mutters, the builtn shields on the Random convert: es reduced floorboard temperatures inside the cab by almost 90 percent, which Increased the etfectiveness of the aie condi tioning to almost blizzard proportions. Atter 4 hours of painstaking labor, a proud ‘step back to admire this work of art was. deserved. Since obviously no one offered a ‘complete bolt-on exhaust kt for our one-ot- ‘kind customized Centurion, we particularly appreciated the benefits of Having the exhaust custom bent allowed us ta work with the installer and place the tub- Ing exactly where we wanted it and how we wanted it. The inherently thicker tubing need ed to withstand the forces while being bent wal also mean a quiet, long lasting system. Flovemaster claims its muttler’s advantage is that it not only reduces hack pressur but it actually scavenges exhaust, thereby producing even more power than with no rmutfir at all. The scavenging effect is hacked up by temperature readings with an Infrared heat gun made by Intercomp External header temps averaged 381 degrees, while further dawn the tine, the converters measured 194 degrees. Even fur- ther down the system, the mufflers registered a sizzling 278 degrees. It was ‘obvious the mutters were doing their job as ‘well as reducing underhood temps Care must be taken when instaing the new ‘Sensor s0 a8 not to get any grease or other ‘contaminants on the probe Hse, which can ‘damage the rare earth materials used in the ‘Sensor and cause false readings. Nothing ‘other than a small dab of antiseize compound 's to be used onthe selt-seating threads. Tay d Were is where the factory intake noise Silencer is located on our Ford, which theo- raticaly restricts the intake ar trom the air cleaner as well To improve performance along with comparing iters, it was original- ly thought that this restriction was needed to be eliminated. ‘A common trick shared by our Mustang brethren is tweaking the fuel pressure on the FL The Crane fuel pressure regulator mounts im the same location a the stock one, but its able to adust to a wide range of pressures. itn this advantage, we can custom+talar ur fuel delivery curve thoughout the entire ‘pm range. Ford says the stock fuel pressure ‘or our mils supposed tobe 39 psi. t was. actually at 43 (as compared tothe common ‘standard of 43.5 psi the American equiva- lent of the metric 3 BAR measurement) By ‘ropping a few pounds, mest internally ‘stock engines are able to pick up some, formance and economy. By raising it 2 or so ‘ounds. internally modified engines can ben- ‘ft. Throttie response Is also attected as well as cruise andthe wide-open throttle ‘anges. Ours responded significantly when Wwe dropped the pressure ¢ pounds, although We would find the need to changeit one ‘more time, tater on, FUEL PRESSURE PERF. COMPARISON {s2e} (540) ACCL ACL CTY MWY PEAK 4060 1080 MPG MPG HP 1373 665 68 87 208 185 $82 78 193 21 toss $42 87 105 245 W079 $37 87 104 208 Wa 513 88 103 256 W059 S15 8s 102 254 ws7 S16 82 2 247 i ee) 1183 584 69 89 207 he opment presse sting hat was equ changed. Taney we had a asta fe rept ch partial 1 hs recommended by Ferd ts eer mac 21The metre a (1 pl nds sta REAR WHEEL REAR WHEEL wwe @PUK PUK @ PEK HP TOR] MPG RPM TORQ RPM CNG CHNG CNG 3100 41021701) (124 F829) 3000 46 2100 (81%) (624) F1%) 3900 490 2100 (12%) (ORs) sum 3.000 494 2100 (32%) (894) +L 300 se 20 - 3100 4812170 (OTS) (75H) FLO) 3100 «78 21 (28s) (275) O% 3.000 47 2100 (33%) (04%) (63) 3000 473 2100 (08%) (08) (78%) he pret te resetting wil te, opening rsa itn stapes When we eliminated the factory ai-tube silencers, a notable decrease inthe intake restriction was realized. Many tuebinjected vehicles have these noise baffles located in various places, and significant performance and economy gains are claimed tobe had by Increasing the airflow there. We found our engine tobe running slightly lean across the entire fuel curve due tothe increased ai- flow. Simply by turning up our adjustable fel regulator 2 psi, we were able to com- pensate and further inerease power and economy while reducing pinging and the need for higher-octane fuel Normally when using a higher octane fuel ‘than needed. you will most likely lose power and economy due tothe slower-burning fue However, when higher-compression, super ‘charged, or turbo applications are present, ‘or in our case increased ignition ting, the ‘much-needed octane will eliminate detona- tion and pinging as well a allow a mare Controlied and stable burn front inthe com: bustion chamber. This means more usable horsepower and economy as wells protec: tion from potential fatal engine damage. The key isto use just enough octane to barely eliminate any pinging and nothing ‘more than that. | SESSSERSEEEE gg oa aa SEES5 23 id 5555 Sor sssssaes BESss 257s ie bebes CYS ie) Ce a erent eer coe eee eee eet toes engine: ponte rey co ana wor: eet healer ael Fue: eet staeiie) Coreg Loren ner rsaenet te WiMet ents Tree teenten ateetattey TAKS: frre) Res: er rit ‘eer tts ee pam Sco gens pd wt ica ety gf TED pds ig aren. ng (Second) wa senate pr ‘et eg ere ft saan sng ere nd re cnr nce Lap ne aoe ee ng Deeds pre wi gt eg pr ch a te tT png a on LAS 8pm ‘trig pt 10 ph wa ed rece tp. Oty mg sere as a gh feng are tan 2 ea in aa E-type 215 pce town nin ad Spc gM trate en 2-6 ph wt era on Prog warren {nes epee wre a6 epee wha wether eat henge he et | epee ptt reais, Mere wes pan ta 1 fhe contd ee Stet tes dng ag wh Pee nie, anon Var cae. teresa, nats, 2 The AN tert wat tale nt act rex | rnetacory are we treet tae at tego U8 of nbn maa ap ‘ete ea tt ets swe presage, nce meat wet aed proce had py rene {Anand ee hrm wet er han 46 Wh preset ats wh plea te ted ep wt 1 MA ee sen tempt aed ingame! a? cht men we oe eve The PwmasterRadon eet acd he retold yet afermret a 2c re mer men wth a aa cot ‘hae Sih rad eat rpm ett ooce eo OEM at ‘Chane neste ante plat yO, ape (2p mere han tc coment 2 pues han wn etn "1 Reston remedy pret whe ca was dan poe wa ne Wen md wrt pe wes a ra 74 SEPTEMBER 1909 FOUR WHEELER Cees | ee tc Ltt igi i jth BUILDUP TECH: o PROJECT MPG......... ‘THE CHALLENGE Do you think it's possible to r d dualie crew cab 4 {to 13 mpg and increase th itional 70 hp to boot? Hos 1 Performar heel & Off Road Ce Wisconsin, came up with this premise research their Holy Grail, taking the bet they thought might work. This final story worked on making our engine toward improving mileage. In our case unit. We ended up with an 18 percent ment driving single most productive modification IH you already have a transn with overdrive, you know that the dit ive can be a big jump in pulling a trailer will magnity this situ tion even more. This leaves the engin a6 BER 19% FOUR WHEELER Part 4: Maximum overdrive gearing for better mileage lugging in the higher OD gear. The con. tinal hunting. but the cost was a significant issue. Option two was a transmission swap, but cost, time, and labor made that Option three was to focus on the trans. ‘Our driver control panel forthe Gear Vendors ‘overdrive was mounted by Performance Unlimited in the stock dashboard knock out location, resulting in a clean factory look. Both the overdrive indicator lamps and con- {rol switch are within easy reach and clearly sible bythe driver. With the switch in the [MAM position, the overdrive is only actuated when the manual oveiunderdeve button is ‘depressed. nthe AUTO position, the over- ‘rive automaticaly upshitts upon reaching approximately 47 mph and automatically downshifts at around 20 or so. fer case, but that didn’t necessarily help us with overall single product could solve our many problems. Gear Vendors, out of El Cajon, California, arket a product called an Under, Overdrive, which is a lary transmission, The unit can be installed easily on the rear of atranste ‘case or transmission by replacing the ‘existing tailshaft housing. Only one det veshaft needs to be modil A. So it only WD. However, we uraeheel drive—we plan to cruise the highways 0 mph plus. So we di ed in at to go to all the work of splitting t transfer case, modilying two new drive sh relocating new crossmembers, ing shift handles, and more (Only fulltime and all-wheel-drive mod Is would require this extra step. The Gear Vendors Under/Overdrive unit can't get stuck in Neutral between fear changes as the countershaft design can, which requires a complete to reset the unit. A pressurized lubrication system, rather than ol splash lubrication, extends the life of th 88. A nit and min manent filter izes pow Project MPG uid chang changed during normal maintenance ‘Once the unit is installed, operation is as comfortable and familiar as shit ing a factory transmission. A computer box supplied with the U/OD unit ean be set to manual, which provides standard shift into Overdrive at any time in any splitter, the two- gear. This is like a speed axle found o With the overdrive/underdrive unit stalled, our th now a six-speed, a factory overdrive an eight-speed auto- and a five-speed manual ‘manual with rmidable nine-speed neat bonus. You now downshift from direct ‘upshi drive to Overdrive without de the clutch or letting off the gas. You can enjoy all the advantages of a manu. al transmission and have the benefit 88 OCTOBER 1999 FOUR WNEELER ‘Since we planned to use our overdrive mare ‘a8 a gear spliter, we wanted easy and imme- diate access to the actuator button. Here we ‘substituted an ovotf button from our local ‘Radio Shack in pace of the manutacturer- ‘supped fhoor-mounted fot switch. of an automatic overdrive as well With the ¢ hands-free op the lower gearing and more efficient operation at lower speeds ha mph and dise gages as low as 18 mp! engaging and disengaging the ove ‘oll as preventing the system from being accidentally engaged while in four-wheel rive or Reverse oat slow speeds. Al the ‘sensors and controls provided with the kit plug drecty into this one box. There's even 4 diagnostic readout for troubleshooting in ‘the event ofa problem. We attached ours ‘conveniently tothe undersid {ing column. Bear Vendors changed the factory slipyoke driveshaft system to a stronger slip-shatt system with its included bolt-on yoke. Rick Johnson from Gear Vendors told us the driveshaft length needed to be shortened by 4 inches. This unit is rated to handle upto 30,000 pounds GCVW, up to 1,200 np, and a 4,500 Ib torque spike. Gear Vendors hacks up its claims with a two-year, unimited-mileage war: ranty and estimates ite expectancy at a minimum of 250,000 miles. The Gear Vendors kit had all the wiring looms packaged and labeled along withthe connectors attached and ready to go Project pers cote inder/Overdrive unit ‘When you're using the W/OD as an ngaged to assist in slow overdrive, you can have the low gears for narrow: a vehicle as well as to take undue strain for powe gearing lor ‘The average cost of the Under) off the over-running clutch. Although y. Using the U/OD unit as a gear Overdrive unit and driveshaft modifica- the unit is built to withstand this OVERALL PERFORMANCE RESULTS (see) (se EARL, REAR ww. (tes) ‘AOCL —-ACCL CITY WIVY. PEAK PEAK PEAK G@PLAK MP TORQUE MPG MSRP MILES, ST, 060 4080 MPG MPG NP RPM TORQUE RPM CONG. ORG. CONG. rorw Te msm May atm wa ns Fumos? mss 881 8k tama Aas mata ruree a a ee omrurers nish Sai 68S mabe moa SO Twemusut ass 3) 12 mkt OATS TS weamens? ah 6301S eS Ramee am tsamts GMUST ITEM? MAST i641 iT 300 SLITS ANS) ote TTS asso wa STATS eC esmmcron"” «nad sh tga dm enim) Set mone? asda * 2am 218d Ohta MSD 8 TWO AST Skok RL OM 280 hela ata RNa as ADDITIONAL COME E ISON nESTS (OVER ete FIGURES) (see) (see) see ASG cry ww. pea rei pO wriaK wr omue Meuse uss It 1060 4080 MPG MPG WP RPM TORQUE RPM CANE. CHING. CHG. Tork Time socmme> mas Sh ASTHT= 255 teem 200 RTH) (RSS) (ASN) okt vo a SRA mentee 20) OAN aks ee “3 Fad Cetuon F250 cew-cah ot dor Cae Bronce cameron ene sowie ‘GEARING: 41:1 (WEIGHT: 7210 ponds empty waht wits) {MAUST: Cast mantels, ual standard converters, tnfard uta mers and 25-0ch ape (sed forbs est up tetas est) ‘TRANS: C4 aoe nove) TURES: F235 8S816BFG AT (0 pa) x8 FUE: S7ctane ended pan gs (pea expend feral) 90 OCTOBER 1990 FOUR WMEELER ‘around it. Since the presence of the over- ‘dive has no effect onthe vehicle's ‘operation when isnot engaged, it dd not Interfere with any of the subsequent tests. {In nod to those searching for mystical and ‘magical potions to increase economy and ‘power by leaps and bounds, we left no stone ‘unturned. We came up withthe Fuel Cat, ‘which is reportedly sold to fleets and muni ‘palities worldwide. This device is said to tion, resulting in gains in both power and {uel economy, We spent $200 on the device ‘and another $100 on plumbing but found no apparent benefits. OVERDRIVE RESULTS Economy: This is how we used the Under/Overdrive for maximum econo- iy, by keeping the engine revs as low as possible. This can be achieved by ‘manually engaging the overdrive unit above 18 mph and allowing all the gears to be overdriven. Under/Overdrive as a gear splitter, instead of shifting in 20-mph incre- ments (to keep the engine in the 3,000- ‘rpm powerband), we could shift in 10- mph increments. Therefore, the engine was always in the powerband, transfer- ring more power to the wheels while ‘increasing economy at the same time. Keepin mind that fora big-block such ‘35 ours, 2,700-3,000 rpm i ideal for all-around performance while towing, ‘and 2,200-2,500 rpm is where the best fuel economy is found when not towing. Power: This is how we used the Under/Overdrive to our best advantage hile pulling our heavy car trailer. Note the close shifting range, never letting the engine's rpm out of its powerband. Gear Speed Engine MPH RPM it = lms woo 2s ad a te moo at a 2 les wok at a gr 4 en PA FINAL SUMMARY eee as SS ldaonienntl a Denier a es CT er Cae eles Ths al et eth bet th by a ae aero a ene penn enrete eee ee et) ar ‘tbe «Dep 0 +3459 W380 St + mace, S3EN6 © 00/242 7087 » Cason (esen+ Dep no + 2800.25 oe. © rotons EOS © 708/865-5200 © sees » iho Ces Oyen serie ‘ame = Dope Fd» 50 Fens Bd.» Datos Beach sate «Sogn =| ‘encsanecumn.com * Apateleel mptor ie» ep F8 » 980 at Raw heme On ace + 448/93¢-000 © wan seinergneeing com + Thema Bore ommanter Matters» Dp 0» 2578 ton foe» Sant Ross, A950 » 80/5007 (ear Wenders n+ ef +1717 Magna (a92620 + 800/9909555. Une verdrve Iyer» Dept 0 +1910 ho engi Iu a8tse = 901/382-2888 + eedypertech-inc.com * Compt mle Serta uate» ep Fo» 12970 et Ste 00 » Gln, 75251 + R00/CRAMET = vwrntertatebateres. com» Dal tees {Ger Ommleie = Dept PD * PO. Boe Fert nape, 4a857» 890/202-0689 Tan = Dep: io» 20. ox 1809» Rare, CA 2508» 800/357-1422 (anleroeater, 908/686 9962 + wen FRc» Aes MAE + Dept 0» 214 Blache oop © Tenn CA 92990-3473 40/367-486 + We had some Klotz Nitro (aitropropano) ust tying around, which we thought would be inter- esting totes. This oxygen-earing fel additive but out an impressive increase in power, bt fue to cost, ts probably net something you want to ran evry day We als tested the effects with premium 83-octane fel compared to our normal diet of 67. Nat surprisingly the slower bur eect of the higher octane reduced ‘ur horsepower output as well as fuel economy. Bottom nese jst enough octane to reduce pinging or detonation and that's it. Fw sewn macgrodcom + Header atm ‘ens «DD 55 Hy + arr WSD27 © /9669093» ow bc tees cma «opt. 0» 4700 stp a.» (vm O# cits» 24/0 0 seenarguctom * Thermostat ten ad ter Frrmaen a © op fio * 7.080575" rar hgh MLD) = 244/473 8050 + Sooner cae ce Petermace ned 6h 4 an ety = ee Fo» 6 ad «Harr S302” + {30/67-407) = we petrmaneanited com Teva acoon one Prt Cems = Dp M90» PO Boe 856+ Wrst, NCZTI9* 00/3919520 + onan oats Ache Sepa * De = 6925 ttc Tog ech 080 = 68/00 ANCHO © oe prnen com + Standen eb ‘tae cng «Se 0 «19 oop Shes a apr, 30052 = 70/9826 tom andontechnoagy com * hghfow ct {Foran 8+ Det FD 625. Wigton. * Conied tc, WISUMD = o/c eed = serio © Gaon bn ‘et Siena = et FO» S84 Pe.» Moron W002? =

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