BOSS 3.0
Sep 05 2003, 12:46am
[Sorry Doug904, couldn't wait, I was getting bashed on PM's]
O.K., here is the poop, this post is going to change as new info comes up. I started with the basics and DOUG904 has kicked in with some great stuff as well. As we progress, I will delete posts to save on space and eliminate the hassles of scrolling through a dozen posts to get the latest. Stay tuned for more...
Early '92 - Silly dual belts. Should work, but need input from DZK007 since I don't know how they are routed. Worst case, swap brackets out with a late '92 (or newer) Ranger to make it easier. See below.
Late '92-'94 - Here is my take. Doug believes it will clear, I'm scraping up cash to buy one to make it work. Closing on a house Monday (8SEP03), so, needless to say, money is tight!
Hood Clearance - Possible issues. The Gen II has a lower hoodline AND there is a major issue (that is never discussed) with the body bushings on early Rangers. After 5 years of abuse, the body bushings start to decompose/crack and you lose valuable clearance that way. Mine were compressed 1". I replaced them with Poly Bushings and there was still not enough room for the "Franken-charger" on my '94. I'll post more later...
Charger, plenum, intake, and TB - All good, no height differences in the years, distributor looks like it will clear BIG TIME (in the pictures).
Throttle cable - Doug904: "...changed in the '95 up versions so you will need a new one and you will have to modify the hole in the cab to work, just open it up a bit. I had to do this with my SOHC swap into my 93."
TB to MAF intake - Same, may have to play with the air cleaner as I do not know if that air cleaner will drop in. Besides, my math says the stock panel filter fails at 4,000RPM's or less at high boost levels (restriction), Open element w/ a heat shield?
Injectors - No go. Late Bosch pencil type. But them on eBay. Get the earlier Gen II 24-30lb injectors while you are there. Doug904: "Use 19's and a 8:1-12:1 FMU depending on what the fuel pressure turns out to be. This will have to be adjusted accordingly since I can't only estimate at the moment. The FMU has been around for over 50 years including the Paxton superchargeed 57 thunderbird. Yes, its kinda over kill in some situtaions but its a VERY safe way of enriching the fuel curve. Ed and Whipple have both said this combo is on the edge of blowing head gaskets and when they ran the wrong plug combo they blew one so I would be safe and use the FMU until I could get a dyno tuned chip. Not to mention FMU and 19's injectors = $250 at most, dyno tuned chip and larger injectors $450 plus best estimate I've had has been $600."
4.0L MAF - Without the MAF transfer data, it is useless. If someone has that data, it will help alot!
What we need: (in addition to the parts in the kit)
Correct Plugs - To be determined
Higher volume fuel pump - 110 minimum
Adjustable Fuel Pressure Regulator, boost referenced - This raises your fuel pressure, lb for lb with boost pressure.
Doug904: "The stock fuel pressure regulator will wrok fine but since you do have them available you can get one if you'd like. The FMU can adjust the fuel pressure accordingly. If you get a Cartech FPR/FMU you can use it to asjust both of the ratio's. That's what I use on mine."{/i]
MAF calibrated for the 23lb injectors and S/C (Pro-M) or the MAF transfer data from the 4.0L MAF to have a custom chip burned (Best approach) for the S/C, MAF function and injectors. Get one from a company that can reburn it after a dyno run to tweek it in.
Doug904: [i]"The MAF and transfer function way is very good BUT only if you have access to BOTH a dyno and a chip tuner who can adjust your chip accoridng to boost situtaions. YOU WILL NOT GET THIS ADJUSTMENT PERFECT THREW A MAIL ORDER CHIP I DON'T CARE WHO DOES IT. I know, I've worked with 3 different chip guys trying to do so. This is a critcal adjustment, you will blow head gaskets and possibly even burn vavles like I have done. I tried it using 42lbs injectors and a 75pro-m mass air in which I had the transfer sheet in front of me and forwarded to the chip manufacturer."
- Boss ditto's this, Check --------- for a dyno run/chipburn session near you.
'95-'97 - Doug904: "will be the same on everything except the cable, you can use your stock one." Possible hood clearance issues.
'98-'2003 - Doug904: "The 98up will be almost the exact same as the kit now just a little different computer calibration would be necessary, talk with Brian at Apten and he'll get that straight for you." No hood clearance issues.
'04 - Don't look here! Look at the instruction sheet that came with your Whipplecharger!
O.K., here is the poop, this post is going to change as new info comes up. I started with the basics and DOUG904 has kicked in with some great stuff as well. As we progress, I will delete posts to save on space and eliminate the hassles of scrolling through a dozen posts to get the latest. Stay tuned for more...
Early '92 - Silly dual belts. Should work, but need input from DZK007 since I don't know how they are routed. Worst case, swap brackets out with a late '92 (or newer) Ranger to make it easier. See below.
Late '92-'94 - Here is my take. Doug believes it will clear, I'm scraping up cash to buy one to make it work. Closing on a house Monday (8SEP03), so, needless to say, money is tight!
Hood Clearance - Possible issues. The Gen II has a lower hoodline AND there is a major issue (that is never discussed) with the body bushings on early Rangers. After 5 years of abuse, the body bushings start to decompose/crack and you lose valuable clearance that way. Mine were compressed 1". I replaced them with Poly Bushings and there was still not enough room for the "Franken-charger" on my '94. I'll post more later...
Charger, plenum, intake, and TB - All good, no height differences in the years, distributor looks like it will clear BIG TIME (in the pictures).
Throttle cable - Doug904: "...changed in the '95 up versions so you will need a new one and you will have to modify the hole in the cab to work, just open it up a bit. I had to do this with my SOHC swap into my 93."
TB to MAF intake - Same, may have to play with the air cleaner as I do not know if that air cleaner will drop in. Besides, my math says the stock panel filter fails at 4,000RPM's or less at high boost levels (restriction), Open element w/ a heat shield?
Injectors - No go. Late Bosch pencil type. But them on eBay. Get the earlier Gen II 24-30lb injectors while you are there. Doug904: "Use 19's and a 8:1-12:1 FMU depending on what the fuel pressure turns out to be. This will have to be adjusted accordingly since I can't only estimate at the moment. The FMU has been around for over 50 years including the Paxton superchargeed 57 thunderbird. Yes, its kinda over kill in some situtaions but its a VERY safe way of enriching the fuel curve. Ed and Whipple have both said this combo is on the edge of blowing head gaskets and when they ran the wrong plug combo they blew one so I would be safe and use the FMU until I could get a dyno tuned chip. Not to mention FMU and 19's injectors = $250 at most, dyno tuned chip and larger injectors $450 plus best estimate I've had has been $600."
4.0L MAF - Without the MAF transfer data, it is useless. If someone has that data, it will help alot!
What we need: (in addition to the parts in the kit)
Correct Plugs - To be determined
Higher volume fuel pump - 110 minimum
Adjustable Fuel Pressure Regulator, boost referenced - This raises your fuel pressure, lb for lb with boost pressure.
Doug904: "The stock fuel pressure regulator will wrok fine but since you do have them available you can get one if you'd like. The FMU can adjust the fuel pressure accordingly. If you get a Cartech FPR/FMU you can use it to asjust both of the ratio's. That's what I use on mine."{/i]
MAF calibrated for the 23lb injectors and S/C (Pro-M) or the MAF transfer data from the 4.0L MAF to have a custom chip burned (Best approach) for the S/C, MAF function and injectors. Get one from a company that can reburn it after a dyno run to tweek it in.
Doug904: [i]"The MAF and transfer function way is very good BUT only if you have access to BOTH a dyno and a chip tuner who can adjust your chip accoridng to boost situtaions. YOU WILL NOT GET THIS ADJUSTMENT PERFECT THREW A MAIL ORDER CHIP I DON'T CARE WHO DOES IT. I know, I've worked with 3 different chip guys trying to do so. This is a critcal adjustment, you will blow head gaskets and possibly even burn vavles like I have done. I tried it using 42lbs injectors and a 75pro-m mass air in which I had the transfer sheet in front of me and forwarded to the chip manufacturer."
- Boss ditto's this, Check --------- for a dyno run/chipburn session near you.
'95-'97 - Doug904: "will be the same on everything except the cable, you can use your stock one." Possible hood clearance issues.
'98-'2003 - Doug904: "The 98up will be almost the exact same as the kit now just a little different computer calibration would be necessary, talk with Brian at Apten and he'll get that straight for you." No hood clearance issues.
'04 - Don't look here! Look at the instruction sheet that came with your Whipplecharger!