Turbocharging Ford V-6's - Info Wanted

[4x4player]

Does anybody know of another EEC IV brain (60 pin, I think) that is programmed for boost?
I understand some of the UK versions of the Cologne engine had a turbo.
The Cosworth 2.9L V6 (BOA) 4x4 version is an interesting monster. Some of the 4cyl
versions of the 4x4 were pressurized. However, finding info on this stuff is difficult.

 

[4x4player]

The OEM application was a huge waterpump designed to drain ponds. It was pressed into service to fight in a wildfire and ended up getting burned when the flames changed direction. The turbo and most of the engine survived. It had a separate wastegate set-up that I didn't get or a chance to study. The pump belonged to a friend who owned an equipment rental company and he let me snag the turbo before the insurance company hauled it off.
Anyway, I figured the turbo might work on my Ranger because the two engines were about the same size. Also, getting a clean turbo for free was the best part.
I bought a few good turbo books and did a bunch of research online. Heck, I watched about all the videos on YouTube about turbos.
However, nobody seems interested in putting a single, twin screw turbo on a V6.
But then again I never seem to do anything the easy way. I started this project years ago. (that's why no thread) When I finish it I'll post all about it.
The twin screws are not really twins, they are slightly different. Putting the wastegate between the pipes creates a crossover tube and takes away some of the purpose of the twin scroll. A crossover pipe in a pressurized system wouldn't act like the crossover pipe in a typical dual exhaust system where it is only exhaust pulses in the tube.
I'm thinking, I'm over thinking it.
Dual exhaust into a single pipe which feeds both scrolls of the turbo with a single external wastegate is the simple solution and the least expensive route.
Getting the EEC to accept it will be a different matter.

 

[Blown]

The OEM application was a huge waterpump designed to drain ponds. It was pressed into service to fight in a wildfire and ended up getting burned when the flames changed direction. The turbo and most of the engine survived. It had a separate wastegate set-up that I didn't get or a chance to study. The pump belonged to a friend who owned an equipment rental company and he let me snag the turbo before the insurance company hauled it off.
Anyway, I figured the turbo might work on my Ranger because the two engines were about the same size. Also, getting a clean turbo for free was the best part.
I bought a few good turbo books and did a bunch of research online. Heck, I watched about all the videos on YouTube about turbos.
However, nobody seems interested in putting a single, twin screw turbo on a V6.
But then again I never seem to do anything the easy way. I started this project years ago. (that's why no thread) When I finish it I'll post all about it.
The twin screws are not really twins, they are slightly different. Putting the wastegate between the pipes creates a crossover tube and takes away some of the purpose of the twin scroll. A crossover pipe in a pressurized system wouldn't act like the crossover pipe in a typical dual exhaust system where it is only exhaust pulses in the tube.
I'm thinking, I'm over thinking it.
Dual exhaust into a single pipe which feeds both scrolls of the turbo with a single external wastegate is the simple solution and the least expensive route.
Getting the EEC to accept it will be a different matter.

I guarantee if you find an EECIV for boost it will not be tuned correctly for your application. Tweecer Tuners work best for the earlier EECIV's. If your particular EEC is not supported, you can likely find an EEC that is. What you need to look at is the Catch Code to see if the tuning strategy the EEC uses is supported by Tweecer. ( I also see used unit all the time on Corral.net at half the price.)

Please go to http://www.tweecer.com/ccode/

Scroll down to see where you find the EEC Catch Code and input it. If it is not currently supported you might get another EEC that is, or let him know what your project is and see if he will break-out the strategy. These guys hacked the EECIV long ago, first for Mustang Performance. I have tuned 4 blown builds now with Tweecer and could help.

Scroll down the Tweecer Home page to see what they sell and tunes they offer.

 

[92ranger4L]

I want to put 5psi to my 4.0l at low rpm. Got an air research/banks/Caterpillar/Garrett "hybrid" (from miscellaneous broken turbos but all Garrett-based) Current plan: low mount with maf in front of turbo so it can meter properly. How much can I sling on pure stock at low rpm? 2000-3200 is my desired operating range and I'm not worried about the turbo providing boost in that range, because I made 5psi from 1200rpm on my old geo tracker 1.6l with it.

The o2 sensor fine?

The injector capacity? Projected 215ish hp, and I'm not after peak hp just higher average hp. Sometimes can get away with running higher fuel psi for a bit to raise injector flow (say 45-50psi vs 35psi) then boost reference fuel pressure regulator to keep it straight, is that a good idea on stock?

What can manifold pressure sensor read? 1.34 bar minimum (1 bar + 5psi), but will it take 1.5 bar or 2 bar?

How is timing advance calculated on edis6 ignition? Vaccume, port velocity, static fuel+rpm tables?

Head gaskets a weak link?

To quote my favorite childhood book "Super Power- the complete DIY guide to turbos, blowers, and nitrous" any good NA engine is a good engine for boost, most good engines will take 8psi, it should be built to run good in the desired rpm range NA, then just add boost. just keep it fueled and oiled well and dont let it detonate

 

[kodogtwh]

Pretty sure my turbo 2.9 setup would definitely lend some good info about the subject, ive got a post on the 2.9 subforum about it, but I haven't updated it very well.