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  #61 (permalink)  
Old 11-14-2005, 10:25 PM
subs1000w subs1000w is offline
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are you runnign MSI or II and are you using the ford tfi or an MSD 6A and did you rob a stock ford ecu for the male connector to connect to the db37

also what clutch or still stock?

430ftlb@3k is pretty mean and it must be cool to work for dynojet get lots of freebes like the WBO2
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  #62 (permalink)  
Old 11-15-2005, 09:27 PM
YoungPup YoungPup is offline
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Nice pics. Interesting indeed. A friend had an 88 w/ the I6..... gonna email him this thread.
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  #63 (permalink)  
Old 11-16-2005, 01:51 PM
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why aren't you wanting to run an intercooler? if you did that your detonation problem wouldn't be near as bad and the water would help that much more. the kit looks pretty solid. is there a problem with relocating the filter on those trucks?
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  #64 (permalink)  
Old 11-17-2005, 02:10 AM
turbo300six turbo300six is offline
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Well to answer some questions for everyone. Here is the summary of the whole project.

1989 4x4 F150
engine: 300-6 bone stock and 140K miles to top it off.
clutch: 10 inch disc...Its time for an 11" this one slips under boost
transmision: Borg Warner T-18 4spd.
transfercase Borg Warner 1356
gears 3.54:1

Turbo: Warner-Ishi from 6.5 GM diesel

Piping: custom fabbed by myself

Target boost pressure: 10PSI have run as high as 15 PSI.

Fuel management: Megasquirt and spark using stock distributor and TFI, Dynojet wide band air fuel guage controlling fuel ratios

Wiring harness: OEM..removed 60pin EEC-IV header connector from scrap ECU and built a "plug and play" wiring harness adapter.

Fuel system: 19 lbs per hour 302 injectors, OEM pump, lines.

HP: 227@3000
Torque 428@3000

Fuel economy: 14.2 MPG HWY when I'm not hogging on it. I expect to get 15-17 range when completely dialed in.

Why?: 1. I want to prove that economy and power are acheivable
2. I'm tired of the common small block, big block game everyone and their cousin has run and currently runs.
3. The 300-I6 was used as an industrial engine on used equipment and is built very well with its 7 main bearings and is about perfect for this kind of application.

Current miles on projet: 14K abusive miles, and now that I have everything dialed in much better I haven't really seen any adverse effects on the engine.
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  #65 (permalink)  
Old 11-17-2005, 08:32 AM
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Quote:
Originally Posted by turbo300six
Why?: 1. I want to prove that economy and power are acheivable
Very doable with your combination.

What were you getting before turbofication?
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  #66 (permalink)  
Old 11-17-2005, 08:38 AM
frankenbroncoII frankenbroncoII is offline
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i wonder how this apllication would work on a 4x4. with that much torque i could see where that would make for a kick **** 4x4.
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Old 11-18-2005, 12:29 AM
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Talking

Quote:
Originally Posted by turbo300six
Well to answer some questions for everyone. Here is the summary of the whole project.

1989 4x4 F150
engine: 300-6 bone stock and 140K miles to top it off.
clutch: 10 inch disc...Its time for an 11" this one slips under boost
transmision: Borg Warner T-18 4spd.
transfercase Borg Warner 1356
gears 3.54:1

Turbo: Warner-Ishi from 6.5 GM diesel

Piping: custom fabbed by myself

Target boost pressure: 10PSI have run as high as 15 PSI.

Fuel management: Megasquirt and spark using stock distributor and TFI, Dynojet wide band air fuel guage controlling fuel ratios

Wiring harness: OEM..removed 60pin EEC-IV header connector from scrap ECU and built a "plug and play" wiring harness adapter.

Fuel system: 19 lbs per hour 302 injectors, OEM pump, lines.

HP: 227@3000
Torque 428@3000

Fuel economy: 14.2 MPG HWY when I'm not hogging on it. I expect to get 15-17 range when completely dialed in.

Why?: 1. I want to prove that economy and power are acheivable
2. I'm tired of the common small block, big block game everyone and their cousin has run and currently runs.
3. The 300-I6 was used as an industrial engine on used equipment and is built very well with its 7 main bearings and is about perfect for this kind of application.

Current miles on projet: 14K abusive miles, and now that I have everything dialed in much better I haven't really seen any adverse effects on the engine.
My buddy had an 88 F150 similar to your truck, but running 3.08 rears w/ bigger tires. When he "lost" the truck, he had at least 220,000 on it (didn't blow....lost it as colateral to a debt). Mains were worn, since you could see the crank "creep" forward/back a bit. BUT it didn't burn oil.... he would have loved to see his I6 turbo-ed.

I agree w/ everything you said. The 300-I6 was used as the base engine on the 1960's C-series cab over Ford truck and others. It has enough grunt to move a GVW 26K, then it should be fine in a reg. pickup. Everyone is doing V8's. Nothing 'new' there, but going "back" to suping up I6's, that's different. Just about everyone asks me "Why?" and I say, "Why not." They keep saying get a car w/ a V8 and I say, why.... everyone has/does that.

Hey, what kind of enigne do the big diesels run? INLINE 6's!

I plan to do my own turbo I6 300. But mine is an older 83 F150, so I don't have any computer to deal with. I felt uncomfortable w/ running the motor it has currently (stock original w/ 145,000 miles....who knows how many hours....idels a lot....FARM RIG....has enough blow by that it pushes my oil stick out....).... so I picked up a I6 rebuilt off of Ebay for just under $600.

I'm still in planning stage for my turbo project. I plan to get the engine assembled and ready to drop in. Hopefully I can fab the turbo mount w/out it having to be inside the engine bay....(fingers crossed). Planning to use a 4 barrel intake topped w/ a 2 barrel carb (progressive type if I recall what my parts store guy said). Exhaust, use later model I6 heads (two peice, front and rear- like on your 89) and then plumb them together and mount turbo just under (in theory). Thought about a blow through, but leaning toward the other method (forgot name). I'm sort of worried about the vaccume affects, as it has a C6 tranny. Thought about running an intercooler too.... but plumbing would be a nightmare I think. Also thought of running a high volume oil pump, engine oil cooler & temp guage. If they make a high volume water pump, thought about that too (my rad is the 'super cooling' model). Idea is a 7-10lbs of boost. Just thinking a loud......

Love hearinga bout your project! Oh, where did you plumb the return line to the oil pan?

Last edited by YoungPup; 11-18-2005 at 12:42 AM.
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  #68 (permalink)  
Old 04-28-2006, 10:48 AM
'94 I-6 '94 I-6 is offline
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I know this is an old thread, but I have a 94 F150 I would like to turbo. I can do the piping and mechanical but I don't know anything about the computer stuff. I'd like to know how turbo300six took care of the computer adjustments.
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  #69 (permalink)  
Old 04-28-2006, 03:53 PM
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I knew to expect high torque, but the number you are seeing is eye-opening: 428 lb-ft!

That'd be well over 500 lb-ft at the crank. Fantastic. Click the image to open in full size.
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Old 04-30-2006, 06:48 AM
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  #71 (permalink)  
Old 05-22-2006, 02:19 AM
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New update on this old thread. I just rebuilt the engine for my turbo project. I had 5 out of 6 broken top rings. I completely went through everything. Bored .020 balanced, new arp rod bolts, hypereutectic pistons, moly rings, felpro gaskets. and an 11" clutch. Just got it done and in this weekend. Soon I will be ripping out the junk megasquirt fuel controller and installing my own that I am designing and building. My best dyno numbers before the rebuild with 5 BROKEN TOP RINGS !!! were 230HP and 451 Ft.lbs. @ 2800 RPM running 15 lbs boost and burning a 50/50 mix of premium gas and E-85. E-85 works as a great octane booster and a good top engine cleaner. When I took this thing apart I had hardly any carbon buildup on anything. Take a look. MY NEW ENGINE PICTURES ARE HERE AT....

WWW.PERFORMANCECHAT.COM/ENGINE1.JPG
WWW.PERFORRMANCECHAT.COM/ENGINE2.JPG
WWW.PERFORMANCECHAT.COM/ENGINE3.JPG
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  #72 (permalink)  
Old 05-22-2006, 06:37 AM
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Looks good!!!

E85 is also good for negating the need for an intercooler too....
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  #73 (permalink)  
Old 05-22-2006, 08:41 AM
99F150 99F150 is offline
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Keep playing with the E85 and you will stop mixing with gas and go straight E85. With the proper tune you won't lose any MPG, you engine will be spotless and power will be up.

Good pictures, I would still use a intercooler even with E85. The cooler the intake charge the better and with the truck you have plenty of room for a good intercooler.

Last edited by 99F150; 05-22-2006 at 09:01 AM.
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Old 05-22-2006, 11:04 AM
Twinscrew Twinscrew is offline
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Nice work. My favorite part is the boost controller. If you dyno your new combination please post your new numbers and if possible, a power graph and fuel curve. Thanks.
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  #75 (permalink)  
Old 05-24-2006, 04:43 PM
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Looks pretty good. would you be interested in selling a kit. I'm interested in more about the computer work and such.
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Old 05-24-2006, 04:43 PM
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