BOSS 3.0
Nov 24 2004, 02:18pm
This is going to be a mix of known problems, observations and predictions (in that order). If you have something to add, post it, it will be added to this post (with proper credit) and your post will be deleted. If you want to discuss the merits of a particular mod/line of thinking, start a new thread, or I will split this one.
This will be updated frequently. A specific product posting is not an advertisement, recommendation or "what's hot", it is just that these products named have been used/tested here on these boards. Others my work just fine, but no one has mentioned their specific use.
That being said:
Problems:
-5 head gaskets lost to boosted/nitrous applications to date, on this board. We have better materials and it is mostly attributed to overpressure and detonation. Copper head gaskets (http://rogueperformance.com/fasteners.html), o-ringed heads/block and ARP bolts will end that.
-1 bottom end failure. 100% oil/maintenance issue, not a "Vulcan issue", so don't sweat it.
-Countless broken fasteners and rusted out bolts. We have ARP and Stage 8 fasteners for all critical parts to date.
-Too many cracked heads to list. Find a good set BEFORE you start work on them, or get a new set from Alabama Cylinder Head (http://www.alabamacylinderhead.com/fordproduct.htm).
-ECU programming is conservative at best and is NOT performance minded. Doug904 at BamaChips (http://www.bamachips.com) has been working the issue hard. You can go with other chips, but they aren't being tested on a boosted Ranger (dyno, datalogger, Wide band O2), they are just generic burns to boost performance.
-Valve springs are prone to floating after the first couple 5,800 RPM excursions. Replace them (http://www.rangerpowersports.com/forum/showthread.php?t=138637) (in car) with performance single springs or have them machined for dual springs during a rebuild. rangeredge02 (http://www.rangerpowersports.com/forum/showthread.php?p=1064013) broke some factory springs with an aftermarket cam.
-14lb injectors are severly under rated for any performance driving or modifications.
-Fuel pump; same.
-Boosted applications: IAT should be moved to the boosted side of the plenum (in NON-Whipple installs), Doug904 can reprogram the chip to use that sensor to retard timing with boost (based on observed/reported boost vs. temp profile). Might not sound like much, but it made a big difference on my "Franken-Vulcan".
Observations: (...looks like a problem, can't prove it yet.)
-Combustion chamber shape and valve shouding. Ford notched the cylinder walls, but used a tight chamber and closed head gaskets to boot? Can't open the chamber further than the gasket.
-Closed chamber head gaskets, need more research, but I believe they are contributing to valve shrouding. I'll have more on this later...
-Factory valves are OK, but not for real performance. SI Valves (http://www.sivalves.com) Stainless, swirl polished, one piece valves are a definate upgrade, and I believe they will save some major grief in the future. No one has dropped one of these two piece factory valves, yet.
-Factory nodular iron crank, forged rods and hyperuetectic pistons are good to 300 crankshaft HP (observed). How much more will they take? We'll see...
*323FWHP (observed) on a "Race-Prep'd" Vulcan crank - 27NOV04.
Predictions: (What I believe we can expect. Bold and dated upon realization.)
-300 CSHP supercharged Vulcan in 2004 (267.5 RWHP Standard trans based on 11% loss, or 240.4 RWHP Auto trans based on 20% loss).
*300 F/RWHP turboed Vulcan in early 2005: 95racingranger (http://images.geekazoids.net/fabtecturbo3.0dyno.jpg) - Probe 323HP/323lb/ft - 27NOV04*
-Many more 200 CSHP NA Vulcan in 2005 (179.4 RWHP Standard trans, or 161.3 RWHP Auto trans) [my '94 was Road Dyno'ed at 185RWHP before the supercharger].
-Water/alcohol/methanol/steam injection on a boosted Vulcan running 87 octane to 250 RWHP.
-SHO/Vulcan hybrid (SHO crank and rods in a Vulcan) for 2005.
We are overdue for a catostrophic parts failure. This may include:
Broken crank (on factory filet) on heavily boosted Vulcan.
Oil pump driveshaft failure (AKA: "Twisler") due to high torque engine and thick oil (temperature or viscosity).
Dropped factory valve in boosted application (over Whipple-stock boost).
Vented piston in nitrous application (lean burnthrough).
Burned valves.
This will be updated frequently. A specific product posting is not an advertisement, recommendation or "what's hot", it is just that these products named have been used/tested here on these boards. Others my work just fine, but no one has mentioned their specific use.
That being said:
Problems:
-5 head gaskets lost to boosted/nitrous applications to date, on this board. We have better materials and it is mostly attributed to overpressure and detonation. Copper head gaskets (http://rogueperformance.com/fasteners.html), o-ringed heads/block and ARP bolts will end that.
-1 bottom end failure. 100% oil/maintenance issue, not a "Vulcan issue", so don't sweat it.
-Countless broken fasteners and rusted out bolts. We have ARP and Stage 8 fasteners for all critical parts to date.
-Too many cracked heads to list. Find a good set BEFORE you start work on them, or get a new set from Alabama Cylinder Head (http://www.alabamacylinderhead.com/fordproduct.htm).
-ECU programming is conservative at best and is NOT performance minded. Doug904 at BamaChips (http://www.bamachips.com) has been working the issue hard. You can go with other chips, but they aren't being tested on a boosted Ranger (dyno, datalogger, Wide band O2), they are just generic burns to boost performance.
-Valve springs are prone to floating after the first couple 5,800 RPM excursions. Replace them (http://www.rangerpowersports.com/forum/showthread.php?t=138637) (in car) with performance single springs or have them machined for dual springs during a rebuild. rangeredge02 (http://www.rangerpowersports.com/forum/showthread.php?p=1064013) broke some factory springs with an aftermarket cam.
-14lb injectors are severly under rated for any performance driving or modifications.
-Fuel pump; same.
-Boosted applications: IAT should be moved to the boosted side of the plenum (in NON-Whipple installs), Doug904 can reprogram the chip to use that sensor to retard timing with boost (based on observed/reported boost vs. temp profile). Might not sound like much, but it made a big difference on my "Franken-Vulcan".
Observations: (...looks like a problem, can't prove it yet.)
-Combustion chamber shape and valve shouding. Ford notched the cylinder walls, but used a tight chamber and closed head gaskets to boot? Can't open the chamber further than the gasket.
-Closed chamber head gaskets, need more research, but I believe they are contributing to valve shrouding. I'll have more on this later...
-Factory valves are OK, but not for real performance. SI Valves (http://www.sivalves.com) Stainless, swirl polished, one piece valves are a definate upgrade, and I believe they will save some major grief in the future. No one has dropped one of these two piece factory valves, yet.
-Factory nodular iron crank, forged rods and hyperuetectic pistons are good to 300 crankshaft HP (observed). How much more will they take? We'll see...
*323FWHP (observed) on a "Race-Prep'd" Vulcan crank - 27NOV04.
Predictions: (What I believe we can expect. Bold and dated upon realization.)
-300 CSHP supercharged Vulcan in 2004 (267.5 RWHP Standard trans based on 11% loss, or 240.4 RWHP Auto trans based on 20% loss).
*300 F/RWHP turboed Vulcan in early 2005: 95racingranger (http://images.geekazoids.net/fabtecturbo3.0dyno.jpg) - Probe 323HP/323lb/ft - 27NOV04*
-Many more 200 CSHP NA Vulcan in 2005 (179.4 RWHP Standard trans, or 161.3 RWHP Auto trans) [my '94 was Road Dyno'ed at 185RWHP before the supercharger].
-Water/alcohol/methanol/steam injection on a boosted Vulcan running 87 octane to 250 RWHP.
-SHO/Vulcan hybrid (SHO crank and rods in a Vulcan) for 2005.
We are overdue for a catostrophic parts failure. This may include:
Broken crank (on factory filet) on heavily boosted Vulcan.
Oil pump driveshaft failure (AKA: "Twisler") due to high torque engine and thick oil (temperature or viscosity).
Dropped factory valve in boosted application (over Whipple-stock boost).
Vented piston in nitrous application (lean burnthrough).
Burned valves.