cbr600rx7
New Member
- Joined
- Feb 16, 2017
- Messages
- 135
- Reaction score
- 1
- Points
- 0
- Location
- North East USA
- Vehicle Year
- 93,73,12
- Make / Model
- Ford and Ford
- Engine Size
- 2.3, 360ci, 5.0
- Transmission
- Manual
I have been kicking this idea around in my head for a few months now. I had basicly settled on a 2.3 to 2.5 Lima swap but the diesel still looks attractive.
Probaly being a diesel mechanic explains my love for IDI oil burners.
Goal:
So what's the goal I need all this you ask? Well to the short response is a 30 MPG small pick up that can still pull a small 5x10 utility trailer and get out of its own way. This is definitely a tall order to fill so here's the game plan.
How are we going to reach our goal:
Reducing weight, overdrive transmission, manual trans vs automatic, better gearing, allowing the motor to breath with out restrictions, basic tuning to maximize our combination.
Power:
As for power the tired ford 2.3 Lima was only rated at 100hp/133tq at the fly wheel. Even if we swapped a newer 2.5 Lima long block in the factory rating is still only 117hp/149tq at the crank. I feel confident a well maintained OM617 with the basic mods and pump tuning can put those kind of numbers to the ground with no issues. Meaning if we can get a realistic 115/165tq to the wheels with the OM617 we would have far out performed the factory motor considering the power loss from the drivetrain to the wheels. For those that don't know a lot about the OM617 they are rated at 125hp/180tq at the crank. Generally it's not hard to get them to put down 110-130hp and 180-200 tq to the ground with the basic mods and pump tuning however they are pump limited. To make any thing over 140 horses at the wheels requires extensive pump modification, intercooler, and a better turbo. For our project if we do decide to go this route we would keep it simple and aim for over all drivability with the help of a boost and EGT gauge to fine tune her.
Weight:
The ranger has a small weight advantage tiping the scales at about 3000-3100lbs compared to the 300D at roughly 3400-3500lbs. This is a good steep in the right direction since the 300D typically gets high into the high 20s for MPG to start with.
Transmission/clutch:
For the transmission we will be using a ford 5 speed. Using the 5MOD-R2 gives us almost the exact same gearing as the MB automatic from first to forth gear but of course has the huge advantage over the MB auto since the ford transmission has over drive. R2 transmission out of a 2WD 4.2 F150 is a important part since the shift lever sits back more on the newer body style trucks. This sits the shift tower closer to the rangers factory shift hole. It also shares the SBF bell housing unlike other newer body style fords that run the 4.6 or 5.4 mod style bellhousing. Since the 4.2 does use the SBC housing we can use aftermarket adapters for a clean install. We will be using a stock 4.2 duralast clutch since they are cheap and have a life time warranty. I don't expect any issues with a stock 4.2 clutch behind a OM617.
Rear and gear:
Currently the ranger has a stock 7.5 ford rear end with 3.55 gears. However this will eventually be swapped out to a stronger explorer 8.8 LSD disk brake rear end with 3.73 gears. This gearing was selected to give use better performance in first to forth gear but still allow us to lower our cruising RPMs slightly in 5th. Our finial drive ratio in 5th gear with this combo is 2.98 slightly lower then the 300D factory 3.08 Final drive with a 3.08 rear end of course. Since the rangers tires are roughly 1.5 inches taller this combination lowers are cruising RPM at 70 mph by roughly 250 rpms. This is only a about 7% reduction from what MB originally intended the OM617 to cruise at in top gear.
Tires:
For tires we don't plan on running any thing special. Probaly the stock 15 inch rims with around a 26 inch stock tire on all 4 corners.
Motor:
For the OM617 her self nothing special is planed. We will be using the stock MB PS pump and using it to power the ford steering and hydra boost brake assists. EGR delete, timing, boost, and injection pump will be adjusted as needed for best economy/performance ratio. And the exhaust will be a 2.25 inch turbo back into a free flowing muffler and exit in the stock location.
Cooling:
Cooling will depend on space once we get every thing in there but I am hoping we can massage the fire wall and slide the engine back enough to run a radiator in the stock location. No AC on this rig and really don't need it.
Fuel:
For the fuel system we will be using the stock fuel tank with a draw tube and electric fuel pump removed. The plan is to use the stock OM617 lift pump with the factory MB fuel filter housing.
Oil/lube
For oil cooling I would like to use the OEM MB oil cooler and lines but we will have to see if that's possible. Also we will need to figure out if the oil filter will need to be relocated or if it can stay in the OEM location.
So what do you guys think. I know this is a 4 cylinder diesel section but it seems like the best spot to post about diesel even if this one has a extra cylinder.
Probaly being a diesel mechanic explains my love for IDI oil burners.
Goal:
So what's the goal I need all this you ask? Well to the short response is a 30 MPG small pick up that can still pull a small 5x10 utility trailer and get out of its own way. This is definitely a tall order to fill so here's the game plan.
How are we going to reach our goal:
Reducing weight, overdrive transmission, manual trans vs automatic, better gearing, allowing the motor to breath with out restrictions, basic tuning to maximize our combination.
Power:
As for power the tired ford 2.3 Lima was only rated at 100hp/133tq at the fly wheel. Even if we swapped a newer 2.5 Lima long block in the factory rating is still only 117hp/149tq at the crank. I feel confident a well maintained OM617 with the basic mods and pump tuning can put those kind of numbers to the ground with no issues. Meaning if we can get a realistic 115/165tq to the wheels with the OM617 we would have far out performed the factory motor considering the power loss from the drivetrain to the wheels. For those that don't know a lot about the OM617 they are rated at 125hp/180tq at the crank. Generally it's not hard to get them to put down 110-130hp and 180-200 tq to the ground with the basic mods and pump tuning however they are pump limited. To make any thing over 140 horses at the wheels requires extensive pump modification, intercooler, and a better turbo. For our project if we do decide to go this route we would keep it simple and aim for over all drivability with the help of a boost and EGT gauge to fine tune her.
Weight:
The ranger has a small weight advantage tiping the scales at about 3000-3100lbs compared to the 300D at roughly 3400-3500lbs. This is a good steep in the right direction since the 300D typically gets high into the high 20s for MPG to start with.
Transmission/clutch:
For the transmission we will be using a ford 5 speed. Using the 5MOD-R2 gives us almost the exact same gearing as the MB automatic from first to forth gear but of course has the huge advantage over the MB auto since the ford transmission has over drive. R2 transmission out of a 2WD 4.2 F150 is a important part since the shift lever sits back more on the newer body style trucks. This sits the shift tower closer to the rangers factory shift hole. It also shares the SBF bell housing unlike other newer body style fords that run the 4.6 or 5.4 mod style bellhousing. Since the 4.2 does use the SBC housing we can use aftermarket adapters for a clean install. We will be using a stock 4.2 duralast clutch since they are cheap and have a life time warranty. I don't expect any issues with a stock 4.2 clutch behind a OM617.
Rear and gear:
Currently the ranger has a stock 7.5 ford rear end with 3.55 gears. However this will eventually be swapped out to a stronger explorer 8.8 LSD disk brake rear end with 3.73 gears. This gearing was selected to give use better performance in first to forth gear but still allow us to lower our cruising RPMs slightly in 5th. Our finial drive ratio in 5th gear with this combo is 2.98 slightly lower then the 300D factory 3.08 Final drive with a 3.08 rear end of course. Since the rangers tires are roughly 1.5 inches taller this combination lowers are cruising RPM at 70 mph by roughly 250 rpms. This is only a about 7% reduction from what MB originally intended the OM617 to cruise at in top gear.
Tires:
For tires we don't plan on running any thing special. Probaly the stock 15 inch rims with around a 26 inch stock tire on all 4 corners.
Motor:
For the OM617 her self nothing special is planed. We will be using the stock MB PS pump and using it to power the ford steering and hydra boost brake assists. EGR delete, timing, boost, and injection pump will be adjusted as needed for best economy/performance ratio. And the exhaust will be a 2.25 inch turbo back into a free flowing muffler and exit in the stock location.
Cooling:
Cooling will depend on space once we get every thing in there but I am hoping we can massage the fire wall and slide the engine back enough to run a radiator in the stock location. No AC on this rig and really don't need it.
Fuel:
For the fuel system we will be using the stock fuel tank with a draw tube and electric fuel pump removed. The plan is to use the stock OM617 lift pump with the factory MB fuel filter housing.
Oil/lube
For oil cooling I would like to use the OEM MB oil cooler and lines but we will have to see if that's possible. Also we will need to figure out if the oil filter will need to be relocated or if it can stay in the OEM location.
So what do you guys think. I know this is a 4 cylinder diesel section but it seems like the best spot to post about diesel even if this one has a extra cylinder.