Hotrodders.com -- Hot Rod Forum



Register FAQ Search Today's Posts Unanswered Posts Auto Escrow Insurance Auto Loans
hotrodders.com: Project Journals: yknot's Journal
User Name
Password
lost password?   |   register now

View yknot's profile Entries: 6
Views: 1715
view from the beginning || now viewing most recent entries


Pages (2): [1] 2

11-12-2008 11:06 PM More on the Cobra Engine
What Does it Take to Make Your Very Own "Terminator"


This is the BIG question everyone wants to know....How can I take the tried and proven combination that Ford came up with, and make my own "Terminator" Engine. Well I'm going to show how.

The "Terminator" Engine is much, much more then just a 4.6L Modular engine with a blower on it. Tring to create such an engine with used, worn and frankly inadequate parts is not a recipe for a high horsepower engine, it's a recipe for disaster. The 4.6L engine and all it's internal parts are very different then those found in any other 4.6L engine, even those in the Mach 1 engine. What is so different? I'll list the parts in the short block and the differences.

1. Crankshaft The 4.6L S/C engine uses a Forged steel crankshaft, with an 8-bolt pattern crankshaft hub. All other engines use a cast steel crankshaft with only a 6-bolt pattern on the hub. The 03-04 Ford Cobra crankshaft is much stronger and more durable then the cast unit the other engines use. The Crankshaft is the heart of the engine, sort of like the foundation of a home. No matter how nice a home you build on it, it is only good for so much load, exceed it's capacity and you will lose your home. Same goes for the crankshaft, if you want a true 03-04 Cobra engine, when you have to start with a Forged Crankshaft, anything else is just a ticking time bomb. Stock "Terminators" or Ford 03-04 Cobra's, were known as very powerful but yet very reliable engines, they were engineered to run over 100,000 miles before requiring a re-build. I have seen the insides of many of these engines, and can vouch for it's durability. Without this vital piece, you have no Cobra engine.

2. Rods The Ford 4.6L S/C engine used a very different connecting rod then any other modular engine in the Ford stable. While all other connecting rods are made from powdered metal, those used in the 03-04 4.6L S/C engine were Forged steel. The powdered rods start as a metal like mixture, ground very fine to form a powdery substance. The powdered metal is injected into a mold, or die where it distantly resembles it's end product. Finally, the end part is formed by applying pressure, high temperature, long setting times (during which self-welding occurs), or any combination thereof. The rods are formed with the end caps in-place, to separate the two from each other a line is scribed, much like when you cut glass or tile, and the cap is broken off from the rod. Because there is no further machining involved, it is very important to not mix-up the rod caps when working on the bottom end, they are unique to themselves. The Forged steel rods the 4.6L S/C engine used is from Manley, a long time manufacture of both factory and racing engine parts. These rods start out a one chunk of billet steel and are forged under thousands of pounds of heat and pressure to form into the piece they use. They are then machined to tolerance and bushings installed. The caps are also forged steel, but are made separate not as a unit like the powdered metal ones. The Manley rods use ARP, another high end supplier, for the bolts that hold the two ends together. The finished product is carefully weighed and grouped in sets of eight, with a separation of ½ gram or less. These rods are much more stronger then the powdered metal rods, they are also way more durable. These rods have the advantage of higher RPM's and loads then the other rods used by Ford . There these rods will bend or deform under extreme stress, the PM rods will simply snap in two, causing catastrophic engine damage. It is not at all un-usual for these rods to last 75-100 thousand miles and only require new bushings at time of re-build. The only option for those wanting slightly more comfort room when re-building or building your own "Terminator" engine would be to use the Aurora 2000 rod bolts, which make the rod assembly more stronger, a great option to consider.

3. Pistons Like the rods the pistons used in the Ford 03-04 Cobra engine are forged pieces made by Manley. These Forged units are much stronger then the Cast or Hypereutectic pistons used in the other Ford 4.6 and 5.4L engines. Forged pistons can endure much more abuse then the other two, abuse in terms of RPM, Cylinder Pressure, Heat, Stroke and Wear. Forged Pistons due a better job of staying round in the cylinder bore, and that keeps the ring faces in contact with the cylinders for more power. They do require more static clearance then Cast or hypereutectic pistons, which means they may make some added noise at start-up, this goes away once the running temperatures are reached. Forged pistons like the rods are much more expensive then the alternative, one very good reason factories don't use them, COST.

4. Oil Pump The oil pump on the "Terminator"is larger in capacity then the other stock 4.6L engine. Because of higher demands placed on the supercharged engine, the engine was given a slightly wider oil pump housing, which allowed wider gears and high capacity. One area of concern on the S/C Oil Pump was the gears themselves. These are made from Powdered Metal, and under certain conditions, mainly high RPM and Racing condition, can crack resulting in loss of oil pressure and engine failure. Most users would not be in danger of this happening to them, but if you think you may be pushing the engine to it's upper limits, then replacement gears, which are forged steel, would be a great ideal.
The oil pick-up tube form the Cobra engine is also larger then the other 4.6 engines. It stands to reason that if you have a pump capable of more capacity, then you would need a larger pick-up tube to supply it.

5. Block The Ford 03-04 engine used a cast iron engine block, something very unique to that version of the Cobra engine. Most Cobra engines used an aluminum engine block, which cut down on front end weight by almost 85lbs.. Why did the 03-04 Cobra use the heavy cast iron block? That's a long story, but I'll try to condense it for you. In the beginning, 1993-94 when Ford first started using the 4.6l DOHC engine, they used only Aluminum blocks for the DOHC engines and Cast Iron blocks for the rest. The DOHC or 4-cam engine were premium engines and only used in there premium vehicles, the engine gave maximum power and the aluminum block saved weight and made huge strides in vehicle dynamics. The aluminum blocks were farmed-out to a place in Turin, Italy called Teksid. Naturally these blocks became know as Teksid blocks, while Ford cast there own SOHC engine block themselves. Teksid is a world class leader in lost foam casting, and really made a great block for Ford, in-fact these blocks were so well built, they are still considered the block to have for all high performance engines. Ford used Teksid, blocks, number F6LZ-6010-AB, from 1994 to 1999 and 1999-2001 blocks XR3Z-6010-CA, then they started to cast there own aluminum blocks. Only problem was Ford changed the design and didn't use the same quality materials or process to make their blocks. Conciquently, at the time the 03-04 engines were being tested for reliability and performance standards, the aluminum block wasn't capable of containing it. Ford reluctantly went back to the only block they had in inventory that would work, the cast iron block. If things would have worked out, the "Terminators" would have and should have come form the factory with aluminum engine blocks, not the heavier cast iron ones. I look at it as a blessing, If Ford would not have caught this problem, or simply over-looked it, the 03-04 engine might not have grown to enjoy the large following it has. If nothing else, The Ford 4.6L DOHC S/C engine has always been durable.
Many 4.6L engines come with just 2-Bolt main caps, the "Terminator" engine has 4-Bolt main caps. As you would likely assume, with 4-bolts holding the crankshaft in place, the DOHC engine is much stronger then one with only 2-main cap bolts.

6. Windage Tray The windage tray on the 03-04 engine is also unique to that particular engine. It is both longer and wider then the others, and offers greater protection from windage losses.

7. Timing Cover The front or timing cover on the 03-04 engine is a unique piece, it is the only front cover that will work with the supercharged engine. Physically they are dimensionally all the same, it's the lay-out of the front cover that makes them unique. The supercharged engine has two accessory drive systems, one for the supercharger and the other for accessories. The supercharger because of the resistance it has, uses a 8mm wide drive belt, which also means the pullies have to be 8mm wide. The accessory drive uses only a 6mm wide belt and pulley. The front cover to the "Terminator" is one of the most sought after pieces on E-bay. They are realativly rare, and go quick when one is listed, expect to pay a premium for one it you find one. The only alternative for this cover is to buy a new one from Ford, and there they list for almost $700.00. If you ever run across one of these front cover, purchase it even if you don't intend to build a "Terminator"engine, they are money in the bank.

These were the differences on the short block, and as you have seen, very much different then any stock factory engine of the modular family. These differences can not be overlooked or under estimated when building your own personal "Terminator" engine. Next we will look at the rest of the engine, and see what makes the 406L DOHC S/C engine so different.

1. Ignition The Cobra engine uses coil of plug technology, this is also shared with the other engines in this family, but the 4-Valve engine has a unique ignition coil, one that will only work with the 4-valve cylinder heads and valve covers.

2. Valve Covers 4-Valve valve covers are much larger and wider then 2-valve valve covers. But the 03-04 engine share the same valve cover with the rest of the 4-v engines. While the aftermarket has been slow to address the engines valve covers, there are two versions from Ford Racing that really dress-up the engine, they are the powder-coated blue and chrome like valve covers.
The 4-valve engine also use a coil cover, this piece covers and protects the coil-on-plugs and there wiring. As with the valve covers, Ford racing offers several alternatives to the stock factory pieces.

4. Exhaust
Manifold 4-Valve engines have a different port design then 2-Valve engines, while the 4-Valve ports are the same as other 4-vale engines, the factory cast iron exhaust manifolds are unique to the 03-04 Cobra. Aftermarket suppliers have several different headers available for the 03-04 Cobra engine. These have proven to be wise and very popular additions among Cobra owners and can increase torque and horsepower.

5. Engine
Oil Cooler The 03-04 engine has a engine oil cooler unique to it's self. This oil cooler is located on the drivers side, front of the engine block and uses the engine coolant to help cool the engine oil. The engine oil filter mounts directly to it. There is a large 1-1/2" hose that comes from the thermostat housing to feed the cooler.

6. Power
Steering Pump The Power steering Pump is also mounted to the drivers side of the engine block, right above the Oil Cooler/Filter assembly. This pump and it's pulley is unique to the "Terminator" engine.

7. Alternator Like the Oil cooler and power steering pump, the alternator is also mounted on the drivers side, just above the steering pump. This is different then all other modular engine, most have the alternator located in the center on the engine just above the timing cover and in front of the intake manifold. Because of the supercharger, the alternator was moved to the side of the engine. There is also and upper and lower bracket that keeps the alternator in place.

8. Thermostat Most 4-valve engines have a remote mounted thermostat and housing
Housing. This is very unusual for most engines, most have the housing and thermostat located on the front portion of the intake manifold. The housing itself comes in two separate pieces, connected by 2-small screws and 1-O-ring. The thermostat itself, sits on the inside, and the housing has three hoses connected to it. One from the bottom of the radiator, one to the cross-over water tube, and the other to the engine oil cooler. It's not so un- likely that these engines have a hard time ridding themselves of air, once the system has been opened. A trick many prefer to use, is to drill two very small (1/8") holes in each side of the thermostat, 180̊ part, this allows the trapped air to escape, making it much easier to bleed after repair. When transplanting the engine into other vehicles remember that there are many obvious and some not so obvious differences between the Ford engine and others. These engines use a separate piece to fill the cooling system, while most other engine use a cap on the radiator.

9. Front Drive
Assembly The Ford 03-04 Cobra has a very special and unique front drive set-up. Because of the supercharger, there was a need for a double drive system, only the "Terminator" engine has. This system has an enter and outer system drive system, so we will break them down accordingly.

Inner & Outer Drive
Assemblies


  [Entry #6]

11-12-2008 10:47 PM About the Ford Modular COBRA Engine
Converting To a Return Less Fuel System

The stock Ford Cobra engine uses a Non-Return Fuel System, this means that the fuel drawn from the fuel tank is one a one way trip to the injectors, it will sit in the fuel line till it is needed, then be injected into the engine and burn in the combustion process. In a Return style system the fuel is drawn from the fuel tank and sent Straight to the fuel rails, there if the system doesn't need all the fuel present, the fuel regulator determines this, then it is re-routed back to the fuel tank. In this system the fuel pump runs at a steady pace always suppling 100% of the fuel it can, the regulator is responsible for determining just how much fuel is needed. This need is dependent on engine speed, load and driving conditions. The main difference between the two systems is with the Non-Return style system the fuel pump is controlled by a driver, and the driver is controlled by the computer. The computer uses a fuel pressure sensor to monitor fuel pressure, then considering load and need, the computer varies the output of the fuel pump to match the need. There are pros and cons to both systems, but most would agree for outright power and return system is preferred.

Mating a Ford 4R70W Automatic Transmission to the engine, when it never came from the factory with an Automatic.

As stated the Ford Cobra engine was never offered with an automatic transmission, why? I am not sure, but most likely because most performance drivers prefer an manual transmission.?. I think a Automatic option would have helped sales personally. I choose to use a 4R70W Ford Automatic transmission because it would be the better option for my car. Automatics are quicker, smoother and take up much less inside room compared to an manual transmission. I choose the 4R70W because they offer the same transmission in the Mach 1, which has a very similar engine, same except for the supercharger. This was the obvious choice because the transmission fit the engine perfectly and without modification. All I had to do was change out the fly wheel for a 8-hole flex plate, remove the needle bearing in the end of the crankshaft, and bolt the whole thing together. My automatic has been rebuilt by Performance Automatics, and has been modified to with stand the additional power and torque the engine will produce, I also run a slightly higher stall torque converter. To keep the car working properly and computer controlled, we used the EEC or Computer from a 2005 Ford Mach 1 with a automatic transmission.(yes I know there was not a Mach 1 offered in 2005, but they sell the computer for one? Go figure?) By using this computer we already had all the code for complete transmission control, now all we had to do was to modify it to accept the additional code for the Cobra's Supercharged engine.

Modifying the Engine for Greater Power, yet keeping it street-able

I modified many aspects of the engine, most for power and many for looks. A Hot Rod has to catch your eye and spark the imagination. First up was the blue powder-coated valve covers and chrome coil covers, they really make the engine look nice. The next most obvious change was the polished aluminum blower or supercharger. I had the blower polished and ported for both looks and performance. The polish really gives the engine a new look and the port job is good for about 60 extra horse power, when combined with a smaller front pulley. In that same area you would notice the polished intake manifold and throttle body, both are from Accufab and both work to add 10-15 more horse power then stock. If your going to be adding more air, you are going to need more fuel, it's just that simple with an internal combustion engine. So we added 42lb/hr fuel injectors, billet fuel rails, fuel regulator, Walbro fuel pump, fuel filters, AN-8 feed lines and An-6 return lines. These will flow more fuel then the stock set-up and not require the computer to run the fuel pump. Next we added a breather system to the valve covers, this takes the oil mist out of the air before it re-enters the intake system and keeps the intercooler and manifold clean. The front idler pulleys were changed out for some double ball bearing aluminum units, and we add a new idler pulley just below the supercharger that will help keep the belt from slipping under load. Next we added BBK ceramic coated full length headers and a full 2-1/2" dual exhaust system. This will allow all that extra air to exit the engine and probably add another 10-20 HP. We have several other performance items that are not attached to the engine but really help make more power. The Kenny Bell adjust-A-Pump supplies extra voltage to the fuel pump to get extra capacity and pressure, while the Kenny Bell Boost-A-Spark does the same thing but this time to the ignition coils, adding extra primary voltage will increase the secondary voltage at the coils, this produces a extra intensive spark for better fuel burn under heavy load and boost conditions. We also installed a new and much larger intake air system, this along with the new 90mm mass air sensor allows for more and correct regulation of that air. This about covers the major changes made to the engine. On any modern electronic fuel injected engine, you have to modify the "Tune" anytime you make changes to the engine operating system you have to modify the electronic tune in the computer. This is a major deal and requires specialized equipment and knowledge of the operating system. We had this none by "The Detail Zone" the same time they removed the anti theft system and the EGR system from the computer. While this put us very close to the final tune needed, we will still have to take the completed car to a shop where they will load it onto a Dynometer and measure the power and set the final calibration.

Transferring the electronics

Completely re-wiring the engine and modifying the computer

Since our engine is being mounted into a new and very different car, the computer, relays, fuse block and all other need electronics are not there. We must transfer or in our case by replacements for these pieces. To mount the computer and make the whole thing easier, I went to " The detail Zone" again for there Tolorvek panel. This is a separate device form the computer that every sensor and actuator terminates to, then the panel has a 104 pin plug that plugs into the computer. Again since we are installing this in a totally different car, the wires are all the wrong size and length. The Tolorvek system comes with 100% new wires pre terminated at the connectors end and ready to plug in. The other end has 20 feet of wire so you can dress the wire as needed, and then terminate them at the panel for a neat and professional looking job. Every wire has it's use printed on the exterior of the wire every 12 inches, this really helps when wiring because you never have to guess what wire is for which terminal. Once the engine is in place, you simply plug the terminated end into the device like a TPS (Throttle Position Sensor) and then dress the wires along the engine and eventually back to the panel location, which for us is in the back of the vehicle. The amount of wiring is staggering, to cover the engine and transmission functions, we will need over 200 wires, this covers both computer & non-computer controlled item. Wiring is a very specific job, and will make or break the installation. If you do not feel comfortable doing the wiring, then please get a professional to do it for you. I could not think of a more frustration job then to try and figure out a bunch of wiring related problems.

Modifying the Engine Bay to accept the Engine

This is one of if not the biggest small blocks there is, we had to make several major modifications to the body to get it to fit and clear everything. We first cut out the original firewall and added the biggest modified firewall we could get, it was made to accept a big block chevy engine, but still was way to small and we had to section it for better filament. The BBC firewall was cut and 4" added to make it deeper, then we had to section the two sides to clear the huge heads. It is the heads that gave us the most trouble, they are so tall and wide they require a lot of room. By going with this engine, and modifying the firewall like we did, we ended up with very little space behind the dash. The top of the supercharger is not an issue in this car, as it sits relatively low, but because of the heads, we most likely will not be able to install the side panels that sit under the hood. This would be a problem for the owner that likes them on the car, but for me it was a worth while trade off. Of-coarse we had to fabricate our own engine mounts, we used polyurethane mounts and made the parts that attach to the frame. This wasn't that complicated, but you would need welding skills to finish it. This engine is also not a light weight by any means, in-fact it weights in right around 640lbs complete with engine and transmission attached, which makes it one of the heavier engine packages. We are lucky that we were able to set our engine back, and that the original flathead was mounted so far ahead of the front axle.

Adapting the sub-systems to work in the car

Sub-systems are all those systems mounted to the engine or in that location that are not vital to the engines function. Our sub-systems are:

• Power Steering System
• AC System
• Alternator System
• Supercharger Water Cooling System
• Water Injection System
• Nitrous Oxide System
• Data Recorder System


Power Steering, AC System, Alternator & Supercharger Water Cooling Systems

The power steering and AC systems are pretty common and self explanatory, as is the alternator system, but the supercharger water system isn't. You see the super charger makes extra HP by cramming extra air into the cylinders, this extra air has extra oxygen so we can add extra fuel and get extra power. But the process of compressing air also heats the air, and in automotive engines, you have to really watch how much you elevate the incoming air temperatures. To help control this, our blower has a air to water intercooler under it, this allows the heated incoming air to blow down through the center of the intercooler and transfer that heated air to the cooler surface temperature of the intercooler, there by reducing the incoming air temps. Like we said, it's a air to water intercooler, so the water inside the intercooler has to be pumped to another front mounted heat exchanger (another word for intercooler, but usually reefers to the cooler that removes the system heat and not the compressed heat)where air blows through the cooler removing the heat it expelled from the intake charge. This is a simple but complicated system, and has to be thought out correctly, you have an electrical pump, heat exchanger, hoses, fill & expansion tant and coolant to mount and hook up.
Water Injection System

Water Injection, this is a separate system that will induce a water/Methanol solution into the combustion chamber to lower the intake charge temps and release extra oxygen molecules for a more powerful burn and more power. The system has a holding tank, high pressure pump, hoses, injection nozzles, and control computer.

Nitrous Oxide System

Nitrous Oxide System, this is another separate system that uses stored Nitrous Oxide from a tank and mixes it with an additional amount of gasoline to produce more power. These systems can be jetted to produce from 25 to 600 more horse power. The system consist of a storage tank, tank heater, hoses, purge system, injector nozzles, jets, electrical relays and solenoids, electronic timers and controllers. The system is very complicated and can lead to great performance, but if not installed correctly or used with reason, can lead to permanent and instantaneous engine damage.

Data Recorder System

This is another separate system that monitors the engine and all it's vital functions. We will monitor the intake air temps, engine coolant temps, oil temps, oil pressure, Nitrous Pressure, Blower pressure, exhaust gas temperature at all eight cylinders, both headers for oxygen content, vacuum, and many other pressures, temperature, positions and conditions. All this data will be recorded so we can at our leisure, look inside the engine and see what is happening, how hot it is getting, what pressures are present, and what is open or closed. This data will aide us in achieving the correct tune-up.


Wiring

Wiring is a major, major role in installing any new electronically injected engine into any vehicle. Because it is so important, we will dive further into the wiring of the engine and all the sensors and actuator necessary for proper engine function. Like I mentioned earlier, I used the Tolorvek wiring panel and there pre terminated connectors for Project COBRA'33. Quality wiring and connections can not be overstated on a project like this, there are hundreds of wires needed to run the engine and other supporting functions and a bad connection could take days to diagnose. The following is a list of every wire needed to run the Ford 4.6L DOHC S/C engine. This will be very similar to other 4.6l Ford engines, just there may be less connections to make. If you have any question you can call me or Scott from The Detail Zone for help.





  [Entry #5]

11-12-2008 10:44 PM More Engine Stuff
Converting To a Return Less Fuel System

The stock Ford Cobra engine uses a Non-Return Fuel System, this means that the fuel drawn from the fuel tank is one a one way trip to the injectors, it will sit in the fuel line till it is needed, then be injected into the engine and burn in the combustion process. In a Return style system the fuel is drawn from the fuel tank and sent Straight to the fuel rails, there if the system doesn't need all the fuel present, the fuel regulator determines this, then it is re-routed back to the fuel tank. In this system the fuel pump runs at a steady pace always suppling 100% of the fuel it can, the regulator is responsible for determining just how much fuel is needed. This need is dependent on engine speed, load and driving conditions. The main difference between the two systems is with the Non-Return style system the fuel pump is controlled by a driver, and the driver is controlled by the computer. The computer uses a fuel pressure sensor to monitor fuel pressure, then considering load and need, the computer varies the output of the fuel pump to match the need. There are pros and cons to both systems, but most would agree for outright power and return system is preferred.

Mating a Ford 4R70W Automatic Transmission to the engine, when it never came from the factory with an Automatic.

As stated the Ford Cobra engine was never offered with an automatic transmission, why? I am not sure, but most likely because most performance drivers prefer an manual transmission.?. I think a Automatic option would have helped sales personally. I choose to use a 4R70W Ford Automatic transmission because it would be the better option for my car. Automatics are quicker, smoother and take up much less inside room compared to an manual transmission. I choose the 4R70W because they offer the same transmission in the Mach 1, which has a very similar engine, same except for the supercharger. This was the obvious choice because the transmission fit the engine perfectly and without modification. All I had to do was change out the fly wheel for a 8-hole flex plate, remove the needle bearing in the end of the crankshaft, and bolt the whole thing together. My automatic has been rebuilt by Performance Automatics, and has been modified to with stand the additional power and torque the engine will produce, I also run a slightly higher stall torque converter. To keep the car working properly and computer controlled, we used the EEC or Computer from a 2005 Ford Mach 1 with a automatic transmission.(yes I know there was not a Mach 1 offered in 2005, but they sell the computer for one? Go figure?) By using this computer we already had all the code for complete transmission control, now all we had to do was to modify it to accept the additional code for the Cobra's Supercharged engine.

Modifying the Engine for Greater Power, yet keeping it street-able

I modified many aspects of the engine, most for power and many for looks. A Hot Rod has to catch your eye and spark the imagination. First up was the blue powder-coated valve covers and chrome coil covers, they really make the engine look nice. The next most obvious change was the polished aluminum blower or supercharger. I had the blower polished and ported for both looks and performance. The polish really gives the engine a new look and the port job is good for about 60 extra horse power, when combined with a smaller front pulley. In that same area you would notice the polished intake manifold and throttle body, both are from Accufab and both work to add 10-15 more horse power then stock. If your going to be adding more air, you are going to need more fuel, it's just that simple with an internal combustion engine. So we added 42lb/hr fuel injectors, billet fuel rails, fuel regulator, Walbro fuel pump, fuel filters, AN-8 feed lines and An-6 return lines. These will flow more fuel then the stock set-up and not require the computer to run the fuel pump. Next we added a breather system to the valve covers, this takes the oil mist out of the air before it re-enters the intake system and keeps the intercooler and manifold clean. The front idler pulleys were changed out for some double ball bearing aluminum units, and we add a new idler pulley just below the supercharger that will help keep the belt from slipping under load. Next we added BBK ceramic coated full length headers and a full 2-1/2" dual exhaust system. This will allow all that extra air to exit the engine and probably add another 10-20 HP. We have several other performance items that are not attached to the engine but really help make more power. The Kenny Bell adjust-A-Pump supplies extra voltage to the fuel pump to get extra capacity and pressure, while the Kenny Bell Boost-A-Spark does the same thing but this time to the ignition coils, adding extra primary voltage will increase the secondary voltage at the coils, this produces a extra intensive spark for better fuel burn under heavy load and boost conditions. We also installed a new and much larger intake air system, this along with the new 90mm mass air sensor allows for more and correct regulation of that air. This about covers the major changes made to the engine. On any modern electronic fuel injected engine, you have to modify the "Tune" anytime you make changes to the engine operating system you have to modify the electronic tune in the computer. This is a major deal and requires specialized equipment and knowledge of the operating system. We had this none by "The Detail Zone" the same time they removed the anti theft system and the EGR system from the computer. While this put us very close to the final tune needed, we will still have to take the completed car to a shop where they will load it onto a Dynometer and measure the power and set the final calibration.

Transferring the electronics

Completely re-wiring the engine and modifying the computer

Since our engine is being mounted into a new and very different car, the computer, relays, fuse block and all other need electronics are not there. We must transfer or in our case by replacements for these pieces. To mount the computer and make the whole thing easier, I went to " The detail Zone" again for there Tolorvek panel. This is a separate device form the computer that every sensor and actuator terminates to, then the panel has a 104 pin plug that plugs into the computer. Again since we are installing this in a totally different car, the wires are all the wrong size and length. The Tolorvek system comes with 100% new wires pre terminated at the connectors end and ready to plug in. The other end has 20 feet of wire so you can dress the wire as needed, and then terminate them at the panel for a neat and professional looking job. Every wire has it's use printed on the exterior of the wire every 12 inches, this really helps when wiring because you never have to guess what wire is for which terminal. Once the engine is in place, you simply plug the terminated end into the device like a TPS (Throttle Position Sensor) and then dress the wires along the engine and eventually back to the panel location, which for us is in the back of the vehicle. The amount of wiring is staggering, to cover the engine and transmission functions, we will need over 200 wires, this covers both computer & non-computer controlled item. Wiring is a very specific job, and will make or break the installation. If you do not feel comfortable doing the wiring, then please get a professional to do it for you. I could not think of a more frustration job then to try and figure out a bunch of wiring related problems.

Modifying the Engine Bay to accept the Engine

This is one of if not the biggest small blocks there is, we had to make several major modifications to the body to get it to fit and clear everything. We first cut out the original firewall and added the biggest modified firewall we could get, it was made to accept a big block chevy engine, but still was way to small and we had to section it for better filament. The BBC firewall was cut and 4" added to make it deeper, then we had to section the two sides to clear the huge heads. It is the heads that gave us the most trouble, they are so tall and wide they require a lot of room. By going with this engine, and modifying the firewall like we did, we ended up with very little space behind the dash. The top of the supercharger is not an issue in this car, as it sits relatively low, but because of the heads, we most likely will not be able to install the side panels that sit under the hood. This would be a problem for the owner that likes them on the car, but for me it was a worth while trade off. Of-coarse we had to fabricate our own engine mounts, we used polyurethane mounts and made the parts that attach to the frame. This wasn't that complicated, but you would need welding skills to finish it. This engine is also not a light weight by any means, in-fact it weights in right around 640lbs complete with engine and transmission attached, which makes it one of the heavier engine packages. We are lucky that we were able to set our engine back, and that the original flathead was mounted so far ahead of the front axle.

Adapting the sub-systems to work in the car

Sub-systems are all those systems mounted to the engine or in that location that are not vital to the engines function. Our sub-systems are:

• Power Steering System
• AC System
• Alternator System
• Supercharger Water Cooling System
• Water Injection System
• Nitrous Oxide System
• Data Recorder System


Power Steering, AC System, Alternator & Supercharger Water Cooling Systems

The power steering and AC systems are pretty common and self explanatory, as is the alternator system, but the supercharger water system isn't. You see the super charger makes extra HP by cramming extra air into the cylinders, this extra air has extra oxygen so we can add extra fuel and get extra power. But the process of compressing air also heats the air, and in automotive engines, you have to really watch how much you elevate the incoming air temperatures. To help control this, our blower has a air to water intercooler under it, this allows the heated incoming air to blow down through the center of the intercooler and transfer that heated air to the cooler surface temperature of the intercooler, there by reducing the incoming air temps. Like we said, it's a air to water intercooler, so the water inside the intercooler has to be pumped to another front mounted heat exchanger (another word for intercooler, but usually reefers to the cooler that removes the system heat and not the compressed heat)where air blows through the cooler removing the heat it expelled from the intake charge. This is a simple but complicated system, and has to be thought out correctly, you have an electrical pump, heat exchanger, hoses, fill & expansion tant and coolant to mount and hook up.
Water Injection System

Water Injection, this is a separate system that will induce a water/Methanol solution into the combustion chamber to lower the intake charge temps and release extra oxygen molecules for a more powerful burn and more power. The system has a holding tank, high pressure pump, hoses, injection nozzles, and control computer.

Nitrous Oxide System

Nitrous Oxide System, this is another separate system that uses stored Nitrous Oxide from a tank and mixes it with an additional amount of gasoline to produce more power. These systems can be jetted to produce from 25 to 600 more horse power. The system consist of a storage tank, tank heater, hoses, purge system, injector nozzles, jets, electrical relays and solenoids, electronic timers and controllers. The system is very complicated and can lead to great performance, but if not installed correctly or used with reason, can lead to permanent and instantaneous engine damage.

Data Recorder System

This is another separate system that monitors the engine and all it's vital functions. We will monitor the intake air temps, engine coolant temps, oil temps, oil pressure, Nitrous Pressure, Blower pressure, exhaust gas temperature at all eight cylinders, both headers for oxygen content, vacuum, and many other pressures, temperature, positions and conditions. All this data will be recorded so we can at our leisure, look inside the engine and see what is happening, how hot it is getting, what pressures are present, and what is open or closed. This data will aide us in achieving the correct tune-up.


Wiring

Wiring is a major, major role in installing any new electronically injected engine into any vehicle. Because it is so important, we will dive further into the wiring of the engine and all the sensors and actuator necessary for proper engine function. Like I mentioned earlier, I used the Tolorvek wiring panel and there pre terminated connectors for Project COBRA'33. Quality wiring and connections can not be overstated on a project like this, there are hundreds of wires needed to run the engine and other supporting functions and a bad connection could take days to diagnose. The following is a list of every wire needed to run the Ford 4.6L DOHC S/C engine. This will be very similar to other 4.6l Ford engines, just there may be less connections to make. If you have any question you can call me or Scott from The Detail Zone for help.






(click photo to enlarge)

(click photo to enlarge)

(click photo to enlarge)
  [Entry #4]

11-12-2008 10:21 PM We select the Engine for ProjectCOBRA'33
Project COBRA'33



--------------------------------------------------------------------------------




THE ENGINE:

Make: Ford Motor Company

Size: 4.6L DOHC 4V

HP: 400-425 stock



The engine shown above is a picture of the actual engine to be used in Project COBRA'33. It was bought new on 10-01-06 from Engine Exchange. This particular engine makes the perfect platform for a true performance engine, it is built with a full forged bottom end using Manley racing products. The block utilizes a four bolt main cap with an additional two cross-bolts per main cap on the sides, making it extremely stout and reliable.

FUEL RAILS



In it's factory form, the sequential port fuel injection system utilizes a Non-return or return-less type arrangement, this will be changed to a Return type system. For Project COBRA'33, We will change out the Fuel Rails for a larger set of Aeromotive Fuel Rails, part number 14120. We need these for the Return type fuel system and the larger Fuel Rails will also help accommodate the larger injectors we will be running. www.aeromotiveinc.com . Several of the pieces for the fuel system were purchased at www.jegs.com .

FUEL INJECTORS



The stock 39lb/hr Fuel Injectors will be replaced by bigger 42lb/hr Fuel Injectors form Ford Racing Performance Parts, part number M-9593-F302. These new Fuel Injectors are necessary to reach our goal of 600+HP, the new ones are some 7% larger then the stock 39lb/hr injectors. Since Air and Fuel are usually the limiting factors in horsepower, the larger Fuel Injectors were needed to attain or projected horsepower ratings. While this isn't that large of a change, together with the larger size we will also adjust our fuel pressure up to make more power. Regularly the fuel pressure is set at 39-41 psi, we will run more then stock fuel pressure to bring us to the power level we need. Remember, fuel flow is based on size and pressure, so by increasing both, we can make a significant amount more power.

FUEL PRESSURE REGULATOR



In the stock configuration, you will remember that the engine utilized a Non-return type fuel injection system, the fuel pressure was regulated by the Engine Management System, there it simply speed-up or slowed down the fuel pumps. In a Return type fuel system, like the one we will be running on Project COBRA '33, the fuel pumps operate at full power all the time and a Fuel Pressure Regulator is used to maintain fuel pressure to the fuel injectors. Obviously with the fuel pumps running full blast all the time, there is going to be way to much fuel available most of the time. To remedy this the Fuel Pressure Regulator uses a By-Pass to re-direct the unused fuel back to the fuel tank, through the return fuel lines. This allows for even regulation, with the ability to easily adjust during peak fuel demand times. Again we choose to go with Aeromotive and their A1000 Fuel Regulator part number 13101.

FUEL TANK



The Fuel Tank in Project COBRA '33 had to be replaced, while it was still in-tacked and at least visibly OK, It was just to contaminated to re-use. Also the tank was not set-up for use with a return style fuel injection system. We purchased the new tank from Tanks,Inc, and while it's true that it to was not fully set-up for our style of fuel injection, the repairs necessary to make it complete were fairly easy to perform. Tank,Inc (www.tanksinc.com) has a kit that contains all the necessary parts to properly set-up our Fuel Tank so it will not only allow us to use the return type fuel system, but also allow us to install the proper in-tank fuel pump and it's supporting parts and pieces.

FUEL FILTER



Every fuel system needs a Fuel Filter, and ours is no different. What is different is that we have a performance fuel system that operates at high pressure and with high peek demands. We chose a Aeromotive high performance Fuel Filter. Part Number 12308, It has the pressure and flow characteristics needed and the easy to change filter I wanted.

FUEL SUPPLY AND RETURN LINES



The single Fuel Line that came on Project COBRA '33 was severely damaged and under sized. There is a huge difference between a engine that makes 60-80HP and one like ours that makes 600HP. We will run new Fuel Lines and they will both be made of aluminum. The feed line will be ½" in diameter, and will transition to a AN-8 flexible Fuel Line at the engine. The Return Fuel Line will be a 3/8" line and will transition to a AN-6 line at the engine. The two lines will be color coded as well, the Supply Line will be RED and the Return Line BLUE. The lines and all fittings came from Summit Racing, www.summitracing.com

FUEL PRESSURE GAGES



There will be several Fuel Pressure Gages monitoring the engine fuel system. Fuel Pressure is very important, it not only allows the engine to make maximum horsepower when needed, but it controls almost every flaccid of proper engine operation. Without consistent and proper Fuel Pressure, the engine will not only run bad, it could very well cause the engine to burn up because of low engine fuel pressure. If the heart of an engine is it's cam, then the engine oil would be it's life blood and the fuel system would be it's energy. Every engine tuner fears low fuel pressure, it will destroy an engine in the matter of seconds.

Project COBRA '33 will have several Fuel Pressure Gages, Three alone in the engine compartment, and a Fuel Pressure Gauge in the dash panel. Our engine tuning system from Innovate Motor-sports will also monitor the engine Fuel Pressure. I use filled Fuel Pressure Gages (glycerin) for the ones mounted directly to the fuel lines, Summit part number 800260. And the inside Fuel Pressure Gauge will be a electric one from Dakota Digital (www.dakotadigit.com) .



FUEL PUMP



The Fuel Pump will be a Walbro 255l/hr Fuel Pump. We bought it from Tank,Inc. when we purchased the conversion kit for the fuel tank. It has the ability to support well over 800 HP, so were covered.



OILING SYSTEM



Our engine came factory with a impressive internal oiling system, so we don't have to modify or change out the pump, but what we will change is the Oil Pan and Wind-age Tray. For those pieces we went to the leader in 4.6L oiling systems, Canton Oil Pans.

MAF INTAKE AIR SYSTEM

We purchased a complete C&L Performance 95mm MAF System from Sean Hy-land Motor-sports, www.seanhylandmotorsport.com . The system consist of a new 95mm aluminum housing for a new Mass Air Flow Meter, a new Inlet tube and High Flow Dry Filter. According to reports it's suppose to be a wicked system, my only worry is that the inlet tube will not work in the very cramped confines of Project COBRA '33.







MASS AIR FLOW SENSOR



Our engine did not come with a Mass Air Flow Sensor, so we purchased one from Sean Hy-land Motor-sports. It is already calibrated to work with a 42lb/hr injectors, which is what we switched to.

MANIFOLD ABSOLUTE PRESSURE SENSOR



We needed and Manifold Absolute Pressure Sensor (MAP) for our engine since it didn't come with one. We went to Sean Hy-land Motor-sports again and bought a 2-bar, which is good for engine making up to 20lbs boost.

THROTTLE BODY



We will run the Accufab (1696cfm) Single Blade "Big Oval" Throttle Body Kit, Part# ACC-CTB2003P. It is quite a bit larger then the stock Throttle Body, and is polished to a beautiful shine.





The new unit will Flows almost 1700 cfm, vs 1089 for the stock Throttle Body, that a little over a 50% improvement! New inlet casting straightens the path for airflow. Gain up to 25 hp 6400 rpm.

MASS AIR METER



For Project COBRA'33 we will switch out the stock Mass Air Meter and replace it with a much larger one from a Ford Lightning Pickup. The new Mass Air Meter is a Ford 90mm unit that is already calibrated for 42lb/hr injectors, like the ones we will be running.





--------------------------------------------------------------------------------


New Ford Racing Lightning 90MM Mass Air Meter

part # M-12579-L54

SUPERCHARGER PULLEY



MOTOBLUE™ "QC" Single STREET/STRIP Pulley Kit (polished)

We will replace the stock Supercharger Pulley with a much smaller 2.75" unit. The new pulley will also have a different method of holding itself on to the Supercharger's shaft. We will use a steel pulley adapter that mounts like the original, with it's tight interference fit of a press-on pulley. Using the adapter will make future pulley changes much easier, as the new pulley will bolt to the steel adapter and not have to be pulled from the shaft with a special pulley puller like the stock Supercharger Pulley does. Our kit comes from RPM Outlet www.rpmoutlet.com and will match the new idler pulleys.

MOTOBLUE™ True Grip Auxiliary Idler



The MOTOBLUE™ TRUE GRIP Auxiliary Idler Kit is designed to wrap the blower belt over 88% around the compressor pulley, effectively eliminating belt slip at any rpm. They use dual sealed bearings and require the stock factory belt guard to be removed.

IDLER PULLEY'S




We will replace the stock Idler Pulley's with aftermarket Billet Aluminum Idler Pulley's from RPM OUTLET www.rpmoutlet.com . These new pulleys will be 90mm in diameter and will have double sealed bearings. We choose the silver one's for our Project.



VALVE COVERS



To dress our 4.6L up a bit we bought a pair of Ford Racing Performance Parts Blue wrinkle finish DOHC Valve Covers. There's just not that many aftermarket pieces available for the Ford 4.6L, so you have to be constantly looking, unlike the Chevrolet 350, which seems to have an endless supply of dress-up and after market parts. I suppose that's one reason I went with the Ford engine in the first place, there's just not that many of them being used in the street-rod arena.

COIL COVERS



For a little more flash, we also purchased a set of Ford Racing Performance Parts, Polished Aluminum Coil Covers. They mount into a recessed area in the valve covers, and hide the coil pack that are used in the ignition system.

VALVE COVER BREATHER



Most Terminator engines have a problem of mixing some oil with the air that is going from the PVC valve to the intake track under high speed operation. While this is only oil vapors, the problem arises with the use of the supercharger and it's air to water inter-cooler located directly under the blower. The oil enters the intake track and collects in the fins of the inter-cooler. You can control this my placing the Breather directly into the track between the valve cover and the intake, as shown below.



POWER STEERING RESERVOIR



The stock Power Steering Reservoir is plastic and did not come with our engine, so we choose to use an aluminum Reservoir instead. We purchased ours from Speedway Motors, www.speedwaymotor.com . It will be placed somewhere in the engine compartment and supply the power steering pump with oil.

EXHAUST HEADERS



Project COBRA '33 will have a very heavy emphasis on performance, Hence we will be using performance Exhaust Headers. We purchased a set of BBK, www.bbkperformance.com full length Exhaust Headers. It is my intention to use these on Project COBRA'33, but there is a grave concern about weather they will fit between the frame rails since the engine compartment is so small. If the full length Exhaust Headers do not fit, then we will try a set of Shorty Headers.

SHORTY EXHAUST HEADERS



Header Bolts

We choose to go with Stage 8 for the header bolts. They offer positive locking header bolts that do not and will not loosen. These special made header bolts are just the ticket for Project COBRA'33!



Stage 8's locking header bolts

OIL FILTERS



Our engine started out with the ideal of using only the Ford Racing Performance Parts Oil Filter. These are very robust filters capable of high RPM's without fear of rupture. They are also excellent oil cleaners that will last and keep our engine protected. Unfortunately, we had to abandon the stock Ford engine oil filter/cooler assembly that resides on the drivers side of the engine block. This assembly was to large, and interfered with the frame, not allowing us to get the engine down lower into the frame rail. We removed this unit and had to add a Moroso Oil Filter Adapter, Part # MOR-23681, which supplies a special bracket that allows you to tap into the two (2) oil passages (a inlet and outlet for the oil) and the coolant passage. We also had to now come up with a remote oil filter mount, so we also went to Moroso again and used there very nice remote oil filter mount part # MOR-23766. We chose to go with the 22mm oil filter bushings and will use the Ford Power stroke Turbo Diesel oil filters for our Project COBRA'33. These are very HD filters that offer high flow and are designed for great filtration, besides they are readily available and much cheaper then the previous filter choice.

Oil Filter Adapter & Filter Mount

Moroso # MOR-23681



Moroso Part # MOR-23681 Ford 4.6L Adapter Plate and Moroso Part # 23766 Remote Oil Filter Mount. Both parts are exceptional pieces, exhibiting quality machining and careful thought.

SUPERCHARGER PORTING



We are going to send our supercharger out for Porting. Earlier we purchased an additional supercharger and will use it for the one to be sent out. Porting allows the removal of material in certain areas that will result in better flow characteristics. Superchargers are very responsive to changes made in the case and both intake and port side of the superchargers. We will use the services of Steigmeier Engine Services, www.stiegemeier.com . They have a great program and reputation for Porting Superchargers, with advertised claims of 50+ additional HP through there Porting process, and they back it up with proven Dyno runs.

SUPERCHARGER POLISHING



Our stock Eaton Supercharger came from the Ford Factory painted Grey, while this is fine for a stock Ford Mustang, it is not appropriate for a Street Rodder. We will once again enlist the services of Steigmeier Engine Services to strip and Polish our Supercharger to a fine show winning shine.





Our stock brand new 4.6L DOHC Supercharged "Terminator" Engine.



(click photo to enlarge)

(click photo to enlarge)

(click photo to enlarge)
  [Entry #3]

11-12-2008 10:12 PM Project COBRA'33 gets it start
PROJECT "COBRA'33"

--------------------------------------------------------------------------------

Started on December 1st 2006, Project "COBRA'33" will take another huge step forward in web based street rod projects.

Project "COBRA'33" will take a 1933 Ford 2-door sedan and begin a total frame-off restoration. Beginning with only a set of new frame rails, you and everyone else get to tag along as the guy's at Pro Weld start this awesome build up. The rules are simple, take a car with all the flair and style of the roaring 30's, and mix it with the modern conveniences and power of today. Sounds simple enough, but there are several huge issues to deal with. Making it all fit is one.....But making it WORK is the real issue.

Several points of interest are the Frame, Power Plant, Transmission and Rear End.

Frame: We will start with two(2) new Frame rails from American Stamping group. From there we will add boxing plates, cross members, engine mounts, transmission mounts, front ends and a rear axle. All this will be done in real time and presented on this web site for you to view. The front end has already been determined and so has the rear axle and it's mounts. Up front we will use a Heidt's Super ride IFS, all polished out and with disc brakes. Out back, will be a Winters Quick change rear end and a triangulated 4-bar to hold it all together.

Engine: We chose to use the Ford 4.6L DOHC Supercharged Cobra engine for this project. It represents the newest engines ford has, and is loaded with gobs of electronics, horsepower and torque! The main problems here is how to make it all fit in the the space we have, and how are we going to get all the electronics hooked up and working together with the Ford EEC V computer?

Transmission: We chose the Ford 4R70W electronic overdrive transmission, with it's lock up torque converter. Though we will have to modify the transmission to handle the power, it will still use all the original Ford electronics and operate like any normal automatic transmission.

The Rest....well that's still up in the air, and we will make those decisions as we come to them. What is different, is many of these undecided issues will be open for your input. We will at times ask you, the audience what you think and which way you would go. So not only are you watching us build a street car, you are also helping build that street car. It will be fun, so tell you friends and buddies to tune in to Project "COBRA'33"

  [Entry #2]

Pages (2): [1] 2


All times are GMT -6. The time now is 01:49 AM.


Powered by vBulletin® Version 3.8.7
Copyright ©2000 - 2014, vBulletin Solutions, Inc.
Search Engine Optimization by vBSEO 3.6.0 PL2
Copyright Hotrodders.com 1999 - 2012. All Rights Reserved.