The Mark is Supercharged

[musto]

Originally Posted by racecougar

$10K wouldn't cover the parts.

so your saying he spent 20k+ on that motor setup?

[racecougar]

Originally Posted by musto

so your saying he spent 20k+ on that motor setup?

Where did I say that?

[joshbea6]

Originally Posted by racecougar

$10K wouldn't cover the parts.

Originally Posted by musto

so your saying he spent 20k+ on that motor setup?

Originally Posted by racecougar

Where did I say that?

(Correct me if I'm wrong here Rod...) I think what Rod was saying is that $10K wouldn't cover the parts for the WHOLE project.

[mlschultz]

Including the price that I paid originally for the Mark a few years back, I could be driving a paid for 2009 Z06 LZ3 Corvette right now. Go fast mods add up very quick for our cars.

[RichardM]

Yep, then you'd be driving a 2009 Z06 LZ3 Corvette.
Not worth the money in my book. Your Mark makes a much more serious statement about performance other than, "look how big my checkbook is".
More power to the hotrodder!!!!

[mlschultz]

Precisely!, RichardM! Thanks, I appreciate the props, and I am glad the vision Aric and I have for the Mark has made that kind of perceived statement.

The Mark is getting a "new" used set of low mileage Mark VIII IMRC's, a 2.70 Reichard racing pulley, and a PMAS MAF, and will be headed back to the dyno for the final tune hopefully within the next week or two. Then, finally, some serious track time at Atlanta Dragway to see what this thing will do!

[mlschultz]

The bugs have been worked out, and The Mark has been on the dyno the past few days while Aric builds all the files from scratch.

Once he finishes the preliminary file loads, The Mark will go on the rack hopefully for the last time to take the blower and tubes off. Aric needs to align the blower for the new 2.70 pulley, install the serpentine belt stabilizer, and polish all the tubes again.

The new intake tube was modified today to get me by until Joey Bell can make another new tube.

That said, tomorrow, Aric is planning to do the final dyno pulls. I will try to make it over to the shop to get it on video.

Friday, JC is going to detail The Mark, and then I get to bring it home for the car show on Saturday! Here are some pictures I took today:

[smokymance]

cant wait for the numbers...looks good so far!!!

[mlschultz]

Well, The Mark ran real good until it ran out of blower The S trim ran out of steam around 16.7 psi. I thought for sure fuel would be the show stopper, but the GT pump and the KB BAP have a lot more to give.

That stroker motor really helped out in the torque department. The old motor and 3.1 pulley on the dyno produced 402/318. The new motor with the 3.1 pulley produced 410/344. The new motor with the 2.7 pulley produced 470/403.

Before I even start thinking about a T trim, I am going to take it to the track and see where I am at. Remember, I stop at 11.5 in the 1/4 mile. Aric is concerned about oil being scavenged into the blower from the valve cover, so he is going to install a external oil recovery tank/breather. Here are some pictures of the action tonight. I will post videos when he puts the bumper back on, and does another pull with any fine adjustments made.

[BIG PETE]

DAAAAAAAAAAAAYUM..... nice ;-)

Pete

[warmaster259]

Very nice indeed!

[mlschultz]

Thanks, Guys

After driving around the city this weekend, I am happy that The Mark is still very well mannered. I have not matted the go pedal yet, but there was no drama driving it around town.

There is a small list of things that still need to be done before I go to the track. It needs a throttle return spring, because the go peddle has a feather touch to it, and I need some resistance for better feel.

The oil recovery/breather needs to go on asap. Recycling the valve cover air is also venting oil into the intercooler tube and sprays oil out of the blow-off valve, that makes a mess of the front bumper, and is not very good for the motor.

It also needs a second blow-off valve welded in the intercooler tube on the passenger side of the car. Almost 17psi of boost at WOT then off the throttle is too much for the single BOV to handle.

Coolant system needs to be burped some more.

Serp belt stabilizer needs to be put on.

Aric needs to road test it still, to make sure the road tuning - shifting done on the dyno, is also good on the street.

The inner tube on one of the slicks needs to be replaced.

Should be good to go if all this stuff gets done this week


Here are a couple pictures of the Acworth cruise in this past weekend. Nice turnout as always

[terraplane8]

Originally Posted by RichardM

Yep, then you'd be driving a 2009 Z06 LZ3 Corvette.
Not worth the money in my book. Your Mark makes a much more serious statement about performance other than, "look how big my checkbook is".
More power to the hotrodder!!!!

My dad always says, "Any idiot can make a Chevy run fast, but it takes a special kind of idiot to make a Ford (Lincoln) run fast."

Love it!!!

[smitty2919]

i love how it sticks out like a sore thumb among all those cars lol but in a good way, maybe just cuz its white compared to those darker cars. looks awesome i love it

[mlschultz]

Thanks Again, Guys. I finally got around to putting together the dyno video. As you will see, the MAF intake tube needs to be better secured, or a second blow-off valve needs to be added to relieve the tube pressure when lifting off WOT at 7000 + rpm's.


http://videos.streetfire.net/video/T...yno_182210.htm

[joshbea6]

Originally Posted by mlschultz

Thanks Again, Guys. I finally got around to putting together the dyno video. As you will see, the MAF intake tube needs to be better secured, or a second blow-off valve needs to be added to relieve the tube pressure when lifting off WOT at 7000 + rpm's.

A little JB Weld will hold that tube on there!.......

NICE power! The car sounds AWESOME!

[RichardM]

How are you turning off the traction control? Each time you start the car or did you disable it in the EEC somehow???

rm

[dirtyd0g]

Originally Posted by mlschultz

http://lh6.google.com/papapeach/R88y...0/DSCN1815.JPG

That answer my question about what people are doing about the side main bolts...Reusing the stock ones because they are all you can get.
Alan

[94 Thunderbird XX]

Originally Posted by mlschultz

Thanks Again, Guys. I finally got around to putting together the dyno video. As you will see, the MAF intake tube needs to be better secured, or a second blow-off valve needs to be added to relieve the tube pressure when lifting off WOT at 7000 + rpm's.


http://videos.streetfire.net/video/T...yno_182210.htm

NICE!!! Bet the intake tube scared the crap out of ya when it went. Have to bungee-strap that unruly tube on tighter.....

[mlschultz]

Thanks I think a couple tabs need to be welded on to the tube so it can be strapped down. T-bolt clamps alone can't take the pressure.

I do not have the computer programmed to turn off the traction control. I need to though...

I will ask about the main side bolts - I have no idea if they were included in the ARP 2000 kit. Nothing was mentioned to me that used main side bolts were used.

lol The MAF tube has been nothing but trouble thus far. It has been modified a couple times already, and needs even more mods now before I can race the car

That's what you get with one-of-a-kind parts. Trial and error...

[dirtyd0g]

From what I have found main said bolts don't exist. Ford doesn't sell new ones and ARP doesn't make them either, hence the rusty head used bolts.
I was going to be amazed if I had seen something else in there.
Alan

[mlschultz]

The Mark has been back with Aric since last Tuesday. He is going through the punch list now to get it ready for SSHS8. The first thing on the list, is to address the MAF tube.

He is going to put a second Vortech mini-race blow-off valve on the passenger side tube just beyond the aftercooler exit that leads to the throttle body.

The one already on the car is located in the drivers side tube just before the aftercooler entrance. The two blow-off valves, and the cam cover oil recovery tank are all hidden from view from the engine compartment.

Here is a picture of the general area for the new blow-off valve








If the second blow-off valve does not solve the tube problem, he is going to weld on a boost bracket to the tube, and the intake to fasten it down.

Next on the list is the belt stabilizer, throttle return spring, and the driver's side cam cover breather that needs to be tied into the oil recovery tank.

Then, the rest is computer stuff. I want the ABS and traction control turned off for good. I have the fuse pulled for the ABS, and need to somehow disconnect the traction control. After that, more driveability tuning, shift points, tc lock-up, etc. Then it is time to go to the track finally!

[mlschultz]

Surprise! Here is a link to the part 2 article on The Mark motor build featured in the October 08 issue of Super Rod Magazine. It has the complete article including pictures:


http://www.superrod.com/Media/Public...ModMotor_2.pdf



Here is a copy of the main story:

5.0 MOD STROKER PART II
Building a Blown 5.0 DOHC Ford Stroker for the Street

Credits: Words: Will Smith | Photography: Will Smith





In Part I of this mod motor stroker buildup (Super Rod, Aug. ’08), we documented Injected Engineering’s progress, as well as its techniques, in assembling a 5.0-liter Ford modular DOHC stroker engine. This 300-inch, 32-valve engine will see duty in a street-driven, supercharged Lincoln Mark VIII, a consideration that provides the reasoning behind many of the component choices.

The bottom end is forged to handle the boost, and the extra cubic inches should provide more grunt on the low end (of the rpm scale). The block is the preferred Teksid aluminum piece, which is stronger than the later aluminum blocks. So as not to deprive the Lincoln of sufficient vacuum for the power brakes, the heads and cams are stock ’96-’98 Cobra parts, and in addition to preserving vacuum, they make good power down low, where the car will spend most of its time on the street.

We left off as Injected Engineering’s Eric Carrion began arranging the fairly complex timing chain system. Here, he completes that task, along with the rest of the engine. Among the new pieces introduced in this stage of the build, the most important is likely the ’96-’98 Cobra intake manifold equipped with Intake Manifold Runner Controls (IMRCs), butterfly valves that help give the intake runners two different characteristics—short runners produce torque and long runners produce horsepower. The IMRC arrangement helps one intake produce more of both, though some drag racers favor eliminating these valves for ultimate narrow rpm band power.

Carrion dressed the rest of the engine, adding valve covers, timing chain cover, water pump, oil pan and other necessary items for a functioning powerplant. Once installed in the Lincoln, this stroker motor will be paired with a Vortech S-trim supercharger making approximately 15 pounds of boost—believe it or not, that number isn’t all that wild for a forged mod motor. Modular drag racers have been known to subject their engines to 20 and even 25 psi of boost, so one thing to know going in, these engines are tough. Dyno tuning was not complete at press time, but considering that before this engine was built, the 4,000-pound Lincoln ran 12.16 at 113.4 mph in the quarter-mile, this new engine should produce some truly impressive results, and all with stock heads and cams! SR

SOURCE
Injected Engineering
Dept. SPR
3605 Kennesaw North Industrial Pkwy. NW
Kennesaw, GA 30144
678/449-6871
www.injectedengineering.com

[mlschultz]

The belt stabilizer, and blow-off valve are installed One last part needs to be installed - the Vortech mounting bracket has a small idler pulley, and the bearing started to squeal. This appears to be a common problem, and a heavy duty upgraded replacement part is offered by Vortech now, and it should be here within the next day or two. That should be it then. The Mark will be DONE!...for the hardware anyways

The Mark is going on the dyno one final time, to make sure everything is still good, and the second blow-off valve solved the MAF tube problem. Ryan also wanted to do a video of the final pull for the website.

Aric is working on a private rental of Silver Dollar Raceway in Reynolds, GA for a track tuning session of some of his customers cars that will be at SSHS8. I think there were possibly four cars that were mentioned of right now that he will tune.

Ryan is going to call Will, and discuss the final chapter of the magazine article, and if the calendar is good for everyone, invite him to the track to see The Mark in action.

[96 GoldBird]

Originally Posted by mlschultz

I think there were possibly four cars that were mentioned of right now that he will tune.

Make that 5 ...

Update Thread



-mike

[mlschultz]

I was asking Aric the other day what you and Scott were up to with GB. You need to be here this year for the shootout, Mike.

I know GB will be there regardless Ryan told me he is not going to deliver GB back to you until after the shootout if you do not go. Yes, GB is going to be held hostage, and is going to need some extra track time to tune the beast lol So, you have no choice in the matter but to come here for SSHS8!

[mlschultz]

The Mark was on it's way to a 500 RWHP pull today. Aric was fine tuning the race tune for SSHS8, and adding some timing to the upper rpm range that was showing very promising results with the hp and tq curve when compared to the 470/403 pull a month ago, and then all of a sudden, the impeller fins decided to dig into the head unit housing.

He is calling Vortech next week to discuss why this has happened a second time, and what the solution should be to fix this for good. Like either going with the straight cut v1 s or t trim instead of the v2 sq.

Minor setback. Still planning to have The Mark ready by SSHS8 Here is a video of some of today's action

http://videos.streetfire.net/video/B...ure_190758.htm

[Burbank 98 lsc]

Originally Posted by mlschultz

The Mark was on it's way to a 500 RWHP pull today. Aric was fine tuning the race tune for SSHS8, and adding some timing to the upper rpm range that was showing very promising results with the hp and tq curve when compared to the 470/403 pull a month ago, and then all of a sudden, the impeller fins decided to dig into the head unit housing.

He is calling Vortech next week to discuss why this has happened a second time, and what the solution should be to fix this for good. Like either going with the straight cut v1 s or t trim instead of the v2 sq.

Minor setback. Still planning to have The Mark ready by SSHS8 Here is a video of some of today's action

http://videos.streetfire.net/video/B...ure_190758.htm

Wow thats sucks.
What is wrong with Vortech blowers lately I had leaking seals on my vortech with about 2k miles on it.
Are they going to warranty your blower or they have some excuses because you are running smaller pulley than stock.
Just don't bother with S trim get T trim as they have better bearings and you don't have to overspin T trim to get the power you want.

[mlschultz]

Aric is in good with Vortech - Top Tier Installer, and the first one that died was a warranty no charge - except for labor. This is the second one to go in like 2 years. I will go with whatever they say, but my whole thing is not to have this crap happen again. Or at least not every year He has a ton of customer that have the v1's that are 6-7 years old and such, and never a problem with them. One of his Marauder customers has a v2 like mine, and it failed once already.

[driller]

Originally Posted by mlschultz

This is the second one to go in like 2 years.

Mike, no offense, but 2 years on your car is like 2 months on most cars.