SWEET!! was referred to you as I am looking for new timing chain cover bolts, do you have the part number by any chance? Thanks!!!!:goodfingeThe 408 Stroker is finally built and installed in the truck. Still need to finish the MAF Upgrade and decide on whether to change to an AKCO Lighting EEC for tunability. Then initial break-in and onto the Dyno for a custom chip. Target is 350+ HP and 500+ TQ at the flywheel.
Ford F150 EEC - WAY1 (F5TF-12A650-JB)
Pro-M Racing 75mm Mass Air Meter
RJM Injection Technologies Truck MAF Conversion Harness
Distributor Mount TFI Module
Single Narrow Band Oxygen Sensor
DynoJet Performance Tune w/Custom Chip
Factory Ford 351W Block, Bored 0.030, Honed, Decked
Eagle Forged 4340 Steel Crankshaft
Eagle Forged 4340 H-Beam Connecting Rods
SRP Forged 31cc Inverted Dome Pistons
Speed Pro Plasma Moly Rings
Clevite H Series Main and Rod Bearings
Pioneer SFI Race Harmonic Balancer
Pioneer Heavy Duty Flexplate
Fully Balanced Rotating Assembly
AFR 185cc Outlaw Street Cylinder Heads
Full Head Porting
Fel-Pro Performance Head Gaskets
Comp Cams Xtreme Energy Hydraulic Roller Camshaft 35-351-8
Comp Cams Pro Magnum Retro Fit Hydraulic Roller Lifters
Comp Cams Hi-Tech Push Rods
Comp Cams Pro Magnum Full Roller 1.6 Rocker Arms
Cloyes Double Roller Timing Set
ARP Main Studs
Milodon 4x4 Oil Pan
Milodon Oil Pick-up Tube
Melling High Volume Oil Pump
Modified Lokar Flexible Oil Dipstick
Aluminum Performance Water Pump
High Torque Mini Starter
Super Duty Poly Motor Mounts
Ford Racing Tall Polished Aluminum Valve Covers
ARP SS 12-Point Fasteners Throughout
Custom Air Intake w/K&N Filter
Edelbrock Performer Intake Manifold
BBK 56mm Twin Throttle Body
Bassani SS Ceramic Coated Equal Length Headers
Remflex Exhaust Gaskets
Bassani SS Y-Pipe w/SS High Flow Cat
Bassani SS High Flow 3” Cat Back Exhaust
Holley/Walbro 255 lph In-tank Fuel Pump
Accel High Impedance 40 lbs/hr Fuel Injectors
Professional Products Powerflow Fuel Rail
Professional Products Adjustable Fuel Pressure Regulator
BBK Rail Mounted Fuel Pressure Gauge
Canton Racing Products High Flow Fuel Filter
MSD Pro-Billet Distributor
MSD Steel Distributor Gear
MSD Cap & Rotor
Distributor Mount CCD TFI Module
MSD 6A Ignition Control
MSD Ignition Harness
MSD Ignition Noise Filter / 26 KUFD
MSD Blaster TFI Coil
Accel 300+ 8.8mm Race Wires
DEI Protect-A-Boot Spark Plug Heat Shields
NGK Spark Plugs
1 Gauge Power/Ground Wire Upgrade
408 Stroker, Edelbrock Intake, AFR 185 Heads, Comp Cams Extreme Energy Cam.
All Forged Internals, Fully Balanced Rotating Assembly, Blueprinted and Full Porting.
Professional Products Fuel Rail, Adjustable FPR, Accel 40 Lbs/Hr Fuel Injectors and RJM Injection Technologies MAF Upgrade Harness.
Crossover fuel line modification due to interference with ECT Sensor.
Pioneer SFI Race Harmonic Balancer and Milodon 4x4 Oil Pan.
Custom Bassani Y-Pipe modification to fit around Milodon Oil Pan.
4" Rancho lift, Bushwackers, Holbrecht Side Bars, 4.56 Gears and 33x12.50x15 BFG AT KO on Alcoa Wheels.
More pics to come. :thumbup
Well, I learned a lot from my Dyno last Wednesday. The engine is running perfect but the E4OD is slipping heavily under power. Only 240 HP and 280 TQ. I am told with approximate 40% loss at the rear wheels due to the slipping transmission. Builder is still confident in the target HP & TQ numbers.
A torque converter has three stages of operation: stall, acceleration and coupling. With that being said, the torque converter is a fluid coupler that always has a certain amount of "slip" inherently built into it. This slip is unavoidable due to fluid being the main component of the coupling action. The upside is hydraulic slippage allows the the engine to spin at idle and cushions between gear changes similar to a manual clutch. The downside is less gas milage than a manual transmission and more friction that creates heat. To minimize the problem at cruising speeds there is a clutch disc built into the torque converter. At about 45-50 mph, the EEC directs high pressure fluid to engage the clutch eliminating any slippage. This is otherwise known as torque converter "lock-up".Sent you a PM about it as well- but how could you tell it was the tranny slipping?
Thanks for the thorough explanation! When you lost acceleration did the rpms continue to rise or stay flat? By the way- awesome truck you have there!To answer your specific question, I could tell the OEM torque converter was slipping when I aggressively accelerated past 3000 rpm and would significanly loose acceleration that was expected from the new performance 408 stroker.
My performance stroker would power through the friction. I am not sure if it would be the same for a stock 5.0L.Thanks for the thorough explanation! When you lost acceleration did the rpms continue to rise or stay flat? By the way- awesome truck you have there!
I am hoping to significantly improve my 7.0 second 0-60 mph time.I am excited to see yer results with the new higher stall!
Not exactly stock- have a Kenne Bell blower running 12 PSI. So your RPMs just kind of 'hung' when the tranny slipped? When are you testing out the new converter?My performance stroker would power through the friction. I am not sure if it would be the same for a stock 5.0L.
Nice video- truck sounds mean. I have a hang up around 3000 rpm under WOT- my guess is that it is the tranny slipping since it sounds similar to your situation. I will probably have to take it in to the tranny shop and have them take a look at itAt first it would hang, then after the increased hydraulic pressure of the B&M ShiftPlus it would accelerate with inappropriate power to the rear wheels. I have videos of both, just cannot upload them onto SuperMotors today.
Not sure if I should start a new thread, but here is a picture about what is going on. You can see the rpms start hanging around 3100- it stays there for awhile, then picks up again. Lambda is steady at ~.78 for the whole run, so it is not a fuel issue. MAF volts are similar to rpms, but as far as I can tell there is no belt slippage, and this is with a larger pulley on as well ~8lb boost.Swat? Any ideas?