Welcome to Turbo J's
BLOWN 4.0 V6 Mustang Project

 




April 17th 2006

Hi, My name is Jennifer and this is my 2006 Tungsten Grey Mustang, Bad Wolf. If you know about these cars, you can instantly identify mine as a V6 with the Pony package. I went with the V6 because of over all cost of ownership.
Just don't let the little 4.0 fool you. My power goals for the car are 400 RWHP and 500 RWTQ. To date, putting down 324/406, I'm two thirds of the way there.











The OHC 4.0

Ford put some great engineering into this motor and the result is a stout bottom end, heads that breath considerably well for stock and a total package that has withstood up to 15 PSI of boost on 93 octane gas without touching the stock long block. Over time this did start to tax the stock valve springs. To be on the safe side shims or stiffer springs should be used for anything over 9 PSI.

May 2006

My original goal for this project was to create a sleeper; A wolf in sheep's clothing, and at one point it she was everything I set out to create. I resisted visual mods for almost a year, but it was inevitable the car would get a little show to match the go. Plans and part accumulation began late in 2006.

Up until recently the car was run on a very basic tune from SCT that I modified via the Pro Racer Package and Advantage software. I now have a Base tune from LaSota Racing and should have a final 93 octane tune completed within days of this writing (05/06/2007)

June 2006

The install of my gauges and wiring from my Sirius and radar detector dominate the interior. It's an eyesore, but not for long. I was going to have everything hardwired when I had my windows tinted, but I've decided to tackle the job myself. Either way, read on and you'll see if I get-er-done.





July 2006

The intake tube that runs from the intercooler to the throttle body went through many changes in an attempt to get past the limits of the stock MAF element. When I finally installed the 39# injectors and began working on the tune, I began to wonder if the original pipe, 3 inches, was undersized for the blow through configuration of the MAF. I was pegging 5 volts @ 3500 to 3800 RPM at about 7-8 PSI.




So I call Lee at 4Power Products, I wanted a 4 inch MAF housing and gave him the dimensions. A little miscommunication resulted in that nightmare to the right. WTF?
I had been on the phone with Mike at PowerHouse about the tune and intake situation and he said go 4 or 4.25 inches. He said he could get tight radius 90* bends that reduce from 4.25 to 3 inch. I called Lee again and we started over. This time I got real simple. I said just make me a 4.25 inch tube, 19 inches long that tapers a smidge at each end. That's it!





Now that's what I call an intake! Holly Crap!

And it worked too. It was still a band aid of sorts, but it worked and called the bay home for 8 months.











September 2006

This little gem of an intake got me over the 320 HP mark @ 9 PSI, but was still very limited. Idle quality was poor due to the MAF resolution down low. Issues with the in-car boost controller prevented me from getting more than 9 PSI out of the car. The best numbers of the night, with limited adjustments to the MAF transfer function were 324 HP and 406 lbs ft of torque to the wheels.




December 2006

I knew there were other limitations with regards to the stock components on the car. The drive train and suspension were tackled after the first Dyno.

An 8.8 Manual GT rear end assembly with 3.55s was ordered and installed at the same time the turbo was fabricated, but had to be removed. I did not do enough research and found the GT DS was too short and the V6 flange could not be transferred - 28 vs 31 spline. I did not know about the 4X4.5 bolt circle cobra flange (that would replace the GTs CV cup style flange) that would allow the DS to bolt right up. Once I found out it existed, I purchased one and revisited the 8.8 install mid December. At that time I also installed a PH411-CHE Aluminum drive shaft, safety loop, BMR LCAs and Lakewood 50/50 drag shocks.







January 2007

I did not get any video or pics of the second Dyno, but the sheets are all that matter - for what they are worth as an approximation of power at least. Click on the sheet to see the full sized image.

So on this day the car put down slightly better HP numbers due to better air fuel tuning and being able to run it past the 5K mark @ 9 PSI. The wolf put down 334 HP and 400 lbs ft of torque. After a bit more tuning, on an attempt @ 11-12 PSI, the Wolf blew her clutch free @ about 3600 RPM. I don't have this failed run, but the torque just prior to the slip was 446 lbs ft!!!
On a nursed retry where I did not go WOT until way after torque peak (glided in to full throttle at about 3600-3700), she pegged the MAF @ 5200 RPM. Babied or not, on that run the Wolf put down her best numbers to date, registering 349 HP and 424 lbs ft of Torque.
 
Very late into the year, I put new shoes on the Wolf. She also got a personal plate, GTS light covers front and rear and a blackout panel thanks in part to RB6 of the 4.0C. While in the garage for the worst of the snow in Jan and Feb, I managed to get to the interior. I also started putting plans in motion for an exhaust setup I wanted since day one of the turbo install.




Late January

Shortly after the suspension, wheels and exterior mods were done, I contacted 244Boss about the Black Chrome Trim Rings he was making for the S197. This was a very pretty visual mod that actually had/has a practical reason behind it. I was having real issues in the summer with glare. These not only look incredible, but they eliminated the glare issue! Hot Damn!

I had won the CSOTM at the 4.0C - mustangcollective.com - and the gift for that was hood struts, these also found there way on the car about mid December. About two days later, the gift exchange we had at the 4.0C provided me with the pedals you see in the picture.

So I got rid of all the wires. Purdy, ain't she! I ordered a shift light and during the install I decided to get it all done right. I fed in one fused link 12 volt source and one grounded line and created a 5 line grounded key on block. I then wired in my radar detector, shift light, Sirius Radio, AEM Wide band and my AEM digital boost gauge/controller. I also wired up the 9 pin mini din for analog out put from the wideband.




February - March 2007

The exhaust; Holly Crap! What a job. Installing and exhaust at home on stands is one thing, but fabbing one from 1 foot off the ground in a venture in to the insanity zone! Don't try this is you value your mind.

So you are seeing it right, dual tips on the passenger side... but it aint just tips. That's a true dual system all the way back to the a magnaflow Y chamber off the back of the down pipe... meaning full length mid pipes. For what had amounted to a failed project; I had to remove the stinger mufflers due to ground clearance, It sounds awesome! There is a sound clip in the Multimedia section.

April 2007

The winter that started late in the NE decided it just did not want to go away! With a late start to the season and some not so funny antics from mother nature, like a flood! I was not able to get the car set up quite the way I wanted for her first venture to the track. Not only did the Wolf's debut end up being at the First Annual 4.0 Collective Buckeye Brawl, but it was also my re-entry in to racing after a 5+ year hiatus. This was going to be my first time running the 1320 since 2002.

During the limited time I had to get the car ready, I tried to set up the new base tune from LaSota so I could at least run 8 PSI. No matter what I did, I could not get the car to idle well at all with the 3.5 inch intake I had Lee make to replace the 4.25 monster. I tried it several ways and the bumps at idle and bump misses under neutral revs would just not go away! One thing I should mention is with the 4.25 inch pipe and old tune I had a maximum of 24#/Min air before the MAF would peg. With the LaSota tune, I could hit 71 freaking #/min! To bad I could not get it to run for a shit and my load was off the damn MAP; over 1.6 @ 4K RPM. This was at minimum boost! 7 PSI the 4+ had to go!.

So with the 3.5 intake in and tuned as well as I could get it I was off to meet up with the Tri-State Caravan for the trip out to Ohio's Norwalk Raceway Park.

The only BAD in the wolf was the intake, tune and the damn clutch. To top things off she was/is burning oil and the rear is starting to make a warping wine during tight radius turns. Though I'm still not sure what is causing the engine oil burn, it's not the engine and I thank god for that!


In my opinion, the car was a huge let down to many of the people on the Forum, including myself. I fucked with her when I shouldn't have and it cost me. I was running a base tune with no timing and an intake that sill had major issues. I never was able to get the clutch changed in time because I live in the black hole of the performance industry... in my eyes, it could not have been a worse first outing, period.

In full street trim, 18" deep dish rims on street tires and stock PSI I did a best of 13.356 @ 105.71 MPH at a max of 8.3 PSI boost. It may look pretty good, but not when you know she's got way freaking more in her.

I will say this, I would not change my decision to go to the Brawl even if I knew what the outcome would be. It was the best time I have had in a very long time. My hat is off to all the people involved in putting the event together. It was a pleasure to be there and meet all the wonderful members of the 4.0 Collective, to participate at the track and have a kick ass time at the afterparty. I could not be more happy about how much of a fool I made of myself.


May 2007

Upon returning home from the Brawl, I went right to work on the car. I tried for an entire day to get the 3.5 inch pipe right. Nothing worked. I had ordered a Diablo MAF.ia a long time ago due to the 5200 RPM pegging issue even with the 108mm intake. Though it was looking like I would not need it with the 3.5 or 4.25, it was all a mute point if I could not get the car to run well down low.

So out came the original 3 inch intake and the MAF.ia. With all the headroom Don's LaSota's tune had afforded me, I still had the same headroom with the 3 inch pipe than I had with the old tune and the 4.25! Holly Shit! I don't even need the MAF.ia for 9-10 PSI boost!

Upon installing this pipe and really going over the engine bay with a fine tooth comb I found some other glaring issues that attributed to some of the tuning problems I was having. The vacuum line provided by some of the aftermarket companies is the worst possible grade in existence. One vac leak means not enough pressure will get to the wastegate. That means open boost if there is ANY vacuum line failure, and that can blow your motor! Beware!

So she's all fixed up. She idles as perfectly as she can with the 39# injectors and the scaling within the tune. Only slight tweaking and timing adjustments need to be made for the low boost tune. Don @ LaSota Racing is going to cut me a new BASE set up for the MAF.ia on #2 and that should allow me to develop my MAX race tune, pushing 14 PSI boost and conservative timing. I want to go fast, but I also want to keep my engine intact while doing so.

Numbers for the low boost tune, given the clutch hold up on the Dyno, are right around the corner! The SPEC 3+ SC clutch will go in some time next week (about May 10/11) and then it will be back on the Dyno after break in to dial in the 14 PSI tune! I'll be on the lookout for floating valves, but to date, even @ 12 PSI on a Dyno and 14 on the street, I've yet to see it.   

Links to the project writeup and tech documents are located on the navigation bar at the top of the page.

Enjoy and stay tuned for updates.

TJ  








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