Chip for 351W Stroker
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Joined: Dec 2003
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From: Eastern Ohio
Chip for 351W Stroker
Starting a new project. 1990 F250, 351W, E4OD, 4X4, 35" tires and 3:50 gears. Obviously with those gears and tires "underpowered" is not even close. Being as the motor is finally showing its age, I am looking at trying to draw some more power out of it. Specifically these are the mods I am looking at:
4.170 Stroker Crank (427Cid)
10:1 Compression
Mild port job on heads
bigger throttle body
headers w/true duals
Comp Cams 4X4 Cam
(Specs
*Duration at .050 in.: 210 intake/218 exhaust
* Gross valve lift: .477 in. intake/.493 in. exhaust
* Lobe separation: 111 degrees)
has anyone done a stroker with the Speed Density setup, and if so what issues will I be needing to address? I have looked at the Mass Air conversions, and they dont support the E4OD, only the regualr AOD for this application. The truck will be a driver, so I want to retain the dependability of the EFI, as well as the Cruise, OD, etc. Any suggestions welcome.
4.170 Stroker Crank (427Cid)
10:1 Compression
Mild port job on heads
bigger throttle body
headers w/true duals
Comp Cams 4X4 Cam
(Specs
*Duration at .050 in.: 210 intake/218 exhaust
* Gross valve lift: .477 in. intake/.493 in. exhaust
* Lobe separation: 111 degrees)
has anyone done a stroker with the Speed Density setup, and if so what issues will I be needing to address? I have looked at the Mass Air conversions, and they dont support the E4OD, only the regualr AOD for this application. The truck will be a driver, so I want to retain the dependability of the EFI, as well as the Cruise, OD, etc. Any suggestions welcome.
Post Fiend
Joined: Jan 1997
Posts: 23,165
Likes: 18
From: Enjoying the real world.
Re: Chip for 351W Stroker
The compression raises octane requirements slightly. TB doesn't cause any issues with MAF (it adjusts for air flow) but with speed density fuel will need to be richened, along with the larger displacement.
We can code for this but you need to go with larger injectors to supply that engine with the fuel it needs at higher RPMs. Did you have any plans to increase injector size?
Fuel pulse width (ie, A/F ratio) aside, the cam requires different injector timing though there are inherant problems with any cam since they compromise top end for low end or visa versa.
Here's what I suggest: go with larger injectors, more fuel pressure, or both. Then put it on a dyno with wide band O2 so the A/F can be determined. From there a chip can be programmed, or fuel pressure changed to get your A/F where it needs to be.
We can code for this but you need to go with larger injectors to supply that engine with the fuel it needs at higher RPMs. Did you have any plans to increase injector size?
Fuel pulse width (ie, A/F ratio) aside, the cam requires different injector timing though there are inherant problems with any cam since they compromise top end for low end or visa versa.
Here's what I suggest: go with larger injectors, more fuel pressure, or both. Then put it on a dyno with wide band O2 so the A/F can be determined. From there a chip can be programmed, or fuel pressure changed to get your A/F where it needs to be.
