Turbocharging
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Freshman User
Joined: Jan 2021
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Turbocharging
I have a 1989 f150 351w c6 auto and I have a 43mm turbo. I think you all know where I'm going with that. I only intend on pushing a few pounds of boost so i don't have to do a full bottom end on the engine and upgrade to the transmission. Im trying to figure out what I'm going to have to do to the vacuum lines (FPR and MAP sensor (emissions have been deleted)). Any advice would be appreciated. I don't want to spend my life savings on this project.
Tuned
Joined: Jul 2008
Posts: 380
Likes: 83
FPR needs to see boost so that it can maintain 39 psi across the injector.
MAP is going to be a problem. If I remember right, the ECU/MAP will read positive pressure as full vacuum, leading to instant fuel cut. You might be able to trick it with a check valve and run a rising-rate FPR to get it rich enough for boost, but it's going to be a real bandaid, even at 3 psi. You really should look into some means of tuning it, or least a MAF swap, if you're going to boost it.
MAP is going to be a problem. If I remember right, the ECU/MAP will read positive pressure as full vacuum, leading to instant fuel cut. You might be able to trick it with a check valve and run a rising-rate FPR to get it rich enough for boost, but it's going to be a real bandaid, even at 3 psi. You really should look into some means of tuning it, or least a MAF swap, if you're going to boost it.
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Freshman User
Joined: Jan 2021
Posts: 38
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FPR needs to see boost so that it can maintain 39 psi across the injector.
MAP is going to be a problem. If I remember right, the ECU/MAP will read positive pressure as full vacuum, leading to instant fuel cut. You might be able to trick it with a check valve and run a rising-rate FPR to get it rich enough for boost, but it's going to be a real bandaid, even at 3 psi. You really should look into some means of tuning it, or least a MAF swap, if you're going to boost it.
MAP is going to be a problem. If I remember right, the ECU/MAP will read positive pressure as full vacuum, leading to instant fuel cut. You might be able to trick it with a check valve and run a rising-rate FPR to get it rich enough for boost, but it's going to be a real bandaid, even at 3 psi. You really should look into some means of tuning it, or least a MAF swap, if you're going to boost it.
Fleet Mechanic
Joined: Feb 2007
Posts: 1,252
Likes: 113
From: Mandan, ND
IIRC, on 1989 the PCM only did engine "stuff", nothing with the body.
Easiest is to get a Holley Terminator X for Ford. Easy to set up and way easier to tune than a Ford PCM running a Quarter horse and Binary Editor. Unless you are a BE expert, but even then the Holley software will make sense very quickly.
$1000 for the Ford Terminator X. Another big benefit is new engine wiring harness, replacing the 32 year old stuff...
Easiest is to get a Holley Terminator X for Ford. Easy to set up and way easier to tune than a Ford PCM running a Quarter horse and Binary Editor. Unless you are a BE expert, but even then the Holley software will make sense very quickly.
$1000 for the Ford Terminator X. Another big benefit is new engine wiring harness, replacing the 32 year old stuff...
Fleet Owner
Joined: Oct 2005
Posts: 20,785
Likes: 1,751
From: Kentucky
Easy Button: https://www.stinger-performance.com/...ine-management
Several folks here have installed this product with good results.
Several folks here have installed this product with good results.
Laughing Gas
Joined: Oct 2014
Posts: 946
Likes: 186
From: Carnation, Wah
The 600lb gorilla with turbocharging has always been fuel management-
and most stock ECUs just don't have the capability
of managing fuel beyond natural aspiration.
'Add- on' systems do work- but they are just that, add- ons,
and getting them to interact well with the stock system has lead
many to just toss the whole mess and start with standalone, since
that's become an option.
(I first played with them in the late '90's, and it was a different story back then)
t
and most stock ECUs just don't have the capability
of managing fuel beyond natural aspiration.
'Add- on' systems do work- but they are just that, add- ons,
and getting them to interact well with the stock system has lead
many to just toss the whole mess and start with standalone, since
that's become an option.
(I first played with them in the late '90's, and it was a different story back then)
t
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Logistics Pro
Joined: Aug 2010
Posts: 3,716
Likes: 583
From: Chillicothe
I would second the stinger setup even though I havent used it myself. Ive seen enough members here have good luck with the system. And ive seen plenty of guys go the holley route and not realize the addons needed for this and that, then you have more investment than you wanted.
As for the turbo, what is it from? Will it spool in the rpm range you want to run? What is your ring gap like? Too tight and you will pop a piston crown when the rings butt together. Low boost or not, a load pulling a trailer on a medium grade long hill will put heat in the rings quick.
Always intercool.
As for the turbo, what is it from? Will it spool in the rpm range you want to run? What is your ring gap like? Too tight and you will pop a piston crown when the rings butt together. Low boost or not, a load pulling a trailer on a medium grade long hill will put heat in the rings quick.
Always intercool.
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Freshman User
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As far as the turbo is concerned its just a generic 43mm externally wastegated unit. I was not trying to go crazy because I like how the truck runs and i don't feel like blowing anything up (i.e. the transmission). As far as towing is concerned i pull 15k gooseneck trailers up 3 mile 6% grades so if that counts as heavy towing, guilty as charged.
Logistics Pro
Joined: Aug 2010
Posts: 3,716
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From: Chillicothe
As far as the turbo is concerned its just a generic 43mm externally wastegated unit. I was not trying to go crazy because I like how the truck runs and i don't feel like blowing anything up (i.e. the transmission). As far as towing is concerned i pull 15k gooseneck trailers up 3 mile 6% grades so if that counts as heavy towing, guilty as charged.
Logistics Pro
Joined: Aug 2010
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From: Chillicothe
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Freshman User
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That... is where you are going to need to make sure you have enough ring gap. I would make sure you have minimum of .028 gap, but a pull like that you may want to go .030 to avoid killing a piston on a hill. Definitely need an intercooler and premium fuel if not tune fir e85 to be safest. I know that sounds like a whole lot of work, but do you want to half *** it and end up walking?
Logistics Pro
Joined: Aug 2010
Posts: 3,716
Likes: 583
From: Chillicothe
I haven't done anything with the bottom half and was kinda hoping I didn't have to. I don't know what my ring gap is. I was also planning on running regular fuel. Im getting the notion I'm in over my head and i won't be able to get this done in a day. This is why i reached out before I turned a single bolt.
You are going to have to upgrade the fuel system.
1. Bigger pump(s)
2. Bigger injectors
3. How it's controlled ( aftermarket computer, PiMPx is fairly plug and play)
You will have to upgrade the exhaust system
1. Where you are going to mount the turbo
2. How to get exhaust to and from the turbo
3. How to get oil to and from the turbo
Intercooling, towing like you described it will be required to keep charge temp down.
1. Where you are going to mount it
2. How you are going to plumb to and from it
Fuel used, minimal you could use would be premium no way around that. And even then towing that grade is going to make heat and alot of it. And heat will require octane.
The trans, put a transgo tugger or hd2 kit in the c6 and make sure that bands are adjusted, and you wont hurt it.
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Freshman User
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Umm. No. Not in a day. Now dont think im trying to push you away from doing this, but turbo builds take time to sort through.
You are going to have to upgrade the fuel system.
1. Bigger pump(s)
2. Bigger injectors
3. How it's controlled ( aftermarket computer, PiMPx is fairly plug and play)
You will have to upgrade the exhaust system
1. Where you are going to mount the turbo
2. How to get exhaust to and from the turbo
3. How to get oil to and from the turbo
Intercooling, towing like you described it will be required to keep charge temp down.
1. Where you are going to mount it
2. How you are going to plumb to and from it
Fuel used, minimal you could use would be premium no way around that. And even then towing that grade is going to make heat and alot of it. And heat will require octane.
The trans, put a transgo tugger or hd2 kit in the c6 and make sure that bands are adjusted, and you wont hurt it.
You are going to have to upgrade the fuel system.
1. Bigger pump(s)
2. Bigger injectors
3. How it's controlled ( aftermarket computer, PiMPx is fairly plug and play)
You will have to upgrade the exhaust system
1. Where you are going to mount the turbo
2. How to get exhaust to and from the turbo
3. How to get oil to and from the turbo
Intercooling, towing like you described it will be required to keep charge temp down.
1. Where you are going to mount it
2. How you are going to plumb to and from it
Fuel used, minimal you could use would be premium no way around that. And even then towing that grade is going to make heat and alot of it. And heat will require octane.
The trans, put a transgo tugger or hd2 kit in the c6 and make sure that bands are adjusted, and you wont hurt it.