Explorer intake and injection limits?

[Yeller]

I know search.......

Since I'm the try anything different guy in my group I get posed a lot of questions. Sometimes its just bench racing and sometimes its just trying to make plans for projects upcoming or in the works. The idea is being kicked around to build a bronco from scratch or a relatively inexpensive donor to be built as a daily driver. The wish list is factory supported fuel injection and a factory supported transmission controller so that narrows it down really to explorer (no coyote, nope not happenin). Will explorer injection support a nice stroker 347? there are a few reasons for that combination but mostly its for packaging the lower deck engine. If we can get around the packaging will it support a 408? these are things inquiring minds want to know, and yes I know its been discussed but I could not find the answers

 

[BanditBronco]

Airflow wise, the OE hard parts won't support the needs efficiently. But nothing some aftermarket stuff can't fix. ECU wise, the waters get muddy. I am here to see what others suggest, before I throw my pennies at it.

 

[Yeller]

oh EFI Guy.......... where art thou?

and a few other well known characters around here;D

 

[eb-nutt1]

My 2 cents, it will run on the 347 much better than the 408...give it a nice torque curve up to about 4500rpm, probably around 3500 on the 408...it would be basically like sticking a Motorcraft 2bbl on the 408, yeah it will run it, just know where near optimally....the 347 could be built in the 350/75 hp, 400 lbs torque range with the explorer combo and work nicely.

Brian

 

[okorangebrnco]

Migrate over to the Holley system for stand alone. A buddy did with his LS in his 67 chevelle. Much better interface than factory tuning. uses all the same sensors and throttle body as factory as well.

 

[ZOSO]

The factory gt40 stuff is decent. The long runner kills top end power. so if its a fairly mild build that doesn't make crazy power up high you'd be fine.

 

[Broncobowsher]

A long time ago the research I did said the Explorer/GT40/Cobra intake will support about 375-400 naturally asperated HP. Once you have an engine that can make more then that, the intake is the limiting factor. Less, other parts are the limiting factor.

Given that most engines of a configuration (homogenous charged naturally aspirated gasoline) will have about the same BSFC (fuel requirement for HP level, about half a pound of fuel per hour per HP). Since air/fuel ratios are about the same as well. Airflow = HP. Thus the intake has 400Hp of potential airflow. Add boost and it goes way up. As boost pushes air through the manifold instead of just relying on the engine to draw it through.

 

[Yeller]

Let me refine this a little. What parts are needed for it to support 400hp at 350ish cubic inches? All up for changing injectors, throttle body and MAF. Do want to maintain EDIS and transmission control for a 4r70. Not interested in aftermarket ECM or TCM, system must be recognizable and repairable by any reputable repair shop, not just myself or a specific tuning shop. This is a driver that is planned to see a lot of miles all over not just around a specific locale.

 

[Boss Hugg]

I wouldn't be afraid of a 347 on explorer stuff BUT the PCM will need to be flashed (or, as I did, quarterhorsed) to change the cubes and a few other parameters. definitely something EFI GUY will handle. I think the only other hard part that would need to change would be the injectors, which will be a factor in the parameters he sets in the PCM. Also, there are certain coded PCMs that are better than others...well, 5 years ago, they were better than others. I haven't done any research to know if they've deciphered the programming any more to make one better than the others. Again, EFI GUY can address that.

In conclusion, plan on doing it.

(I mean, if there are 351s running on OBD2 stuff, why can't a 347?? Maybe even just use a 351 PCM (for 4R70W trans) which would probably learn over several miles and adjust for the difference in cubes/fuel.)

 

[904Bronco]

I spoke with Garry this weekend, as he called to tell me my harness is done. He put a lot the Explorer work off to work on his own Bronco to get it ready for Super cell West, which didn't happen. He has started back into his backlog of harnesses and ECU reflashes. He commented that he really hasn't had the time to look at forums and such. It might be best for you to email him to get an answer to what he suggests and can do for your project... just a thought.

 

[BanditBronco]

Let me refine this a little. What parts are needed for it to support 400hp at 350ish cubic inches? All up for changing injectors, throttle body and MAF. Do want to maintain EDIS and transmission control for a 4r70. Not interested in aftermarket ECM or TCM, system must be recognizable and repairable by any reputable repair shop, not just myself or a specific tuning shop. This is a driver that is planned to see a lot of miles all over not just around a specific locale.

That is the biggest dilemma. The stock computer won't support the mods without some sort of piggy back/chip and a tune. I would be impressed if you could find someone local to you that was knowledgeable on tuning an explorer ecm using their preferred brand of piggy back. Basically if you have any tuning ecm related issue, it would require going back to that one person or shop. Granted those issues are fairly uncommon but can happen. Every dyno shop in every city in every state can tune an LS, maybe 1 of those shops in every city and state will even touch a ford style ecm. Most just tell you they don't work on those vehicles. I have hours worth of research trying to find the best most reliable solution to this. There isn't an easy answer. A stock ecm will get you home though even if its barely running.

 

[73azbronco]

most trickery is going larger injectors, leave the computer alone, for larger displacements. That said, to do it right, I really think anything other than stock on stock needs a FAST or edelbrock prolfo4 like setup. In for a penny....

 

[Yeller]

Thank you for the replies! Fortunately this is still in research phase. I have a great tuner that is more than happy to tune it, no problem there, we are just trying to make a cohesive plan that is thought out and works. The biggest issue I'm finding is just getting info on what recipe of hard parts to poor in to get the correct outcome. In the end think of the build as something you'd put your mother in solo and send her on her way from Washing to Florida.

 

[73azbronco]

most computer tweaking is done to improve response after adding a cam or better intake, not to correct for massively different motor size. It can be done but drivability and reliability will suffer. You need to research the aftermarket efi systems. Port injection variety, not a fan of throttle body with all the reliability issues we see here. That said, a carb does a pretty darn good job imo.

 

[Broncobowsher]

Find a tuner that will do the Explorer computers. Ask the tuner what parts they want to see installed. What they have the most experience in tuning is what will get you the best results. You don't want to show up with a MAF (or any other part) that the tuner can't get a good tune on, just because someone on the internet said that was what to get.

 

[BanditBronco]

Find a tuner that will do the Explorer computers. Ask the tuner what parts they want to see installed. What they have the most experience in tuning is what will get you the best results. You don't want to show up with a MAF (or any other part) that the tuner can't get a good tune on, just because someone on the internet said that was what to get.

I agree with this, example; EFI guy likes a specific delphi (I believe) injector that most would assume is too large for the application but is an old technology myth. Most tuners have mafs they hate and ones they are okay with. Lots of success with the OE lightning maf that supported a 351w. Don't cheap out on the throttle body, unless you like chasing down high pitched whistles at idle. Also air filter placement is a big deal for maf tuning some tuners are very specific on where the filter can and can't be.

 

[Yeller]

Thanks guys that all helps a lot. I'll get with my tuner and/or Gary and go from there. If anyone has a recipe they'd like to share I'm still listening.

 

[ZOSO]

For instance Garry has my 351 tuned with zero issues. And it's a mixture of parts. The biggest is the maf and injectors. Im running 39lb/hr injectors on a 95mm 04 cobra maf. along with ported upper and lower manifolds. 75mm tb. Zero drivability issues. Always starts up and runs perfect.

 

[bigmuddy]

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