The "NO... just no..." Build Thread.

alzimme

Well-Known LVC Member
Joined
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Some of you already know about and hate this build; the rest of you are about to read this and hate this build. This build has been posted on FB (of which I do not belong to) and a forum (of which I am not a member of), so I figured that I should chronicle my build myself. Another warning, I know very, very little about the Lincoln LS and the usual “bugs” with it. Every area we determined to be an “issue” was eliminated and replaced with what will indelibly be a bigger issue. I’ve been a member on here a long time and haven’t chimed in on a lot of threads because of this.

My background: I have next to no mechanical or car knowledge outside of research, forums, and friends. I got some “around the house” training from my Dad and then a lot of trial and error/error/error. What lead me to this car and website wasn’t actually the Lincoln LS. I’ve always been a fan of the JZX100 Chaser. I’ve also been a fan of builds outside of the box... and so the gears started turning for the most drawn out build ever.

Resume: The NoPro MetSHO- A Geo Metro with a mid-engine SHO motor (soon to be twin boosted [in the hands of a new team capitaan]).
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I had a hand in the FireBug- http://www.build-threads.com/build-threads/firebug-subaru-360/

I’ve also had an AE86 with a 20V ITB set up (my biggest learn by error experience).
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Onto this build:
Purchased one 1st gen Lincoln LS for like $600 in the middle of Wisconsin, in the rain. This was after the car salesman of a large Wisconsin dealership hit a pothole and dumped all of the oil. Upon realizing he was highly intoxicated, he proceeded to try and drive the car back to the dealership, or his house. The engine didn’t last long and imploded.
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This was around… 2011… I got the car and then a lot happened with life. Insane job, no garage, etc etc etc. All the excuses in the world but I did the best with what I had. I’d drive 2.5 hours home and work a little here and there in the dirt floor open shed an usually destroy more then I fixed. At some point the power outlet stopped working so everything became very limited. Not much happened during this period car wise, but I started accumulating parts.
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The idea was to put an unusual motor into the LS. I have also been a fan of the UCF11 and the high revving V8 it had. The LS400 had been done, a lot. There were good LS400’s out there that I saw as stand outs. At the time (though it has changed drastically lately) there were only a handful of high quality LS builds and none that really matched what I had in mind. So the logical decision was made to put a 1UZ-FE from an early LS400 into a Lincoln LS, obviously.
1uz acquired.
The 1uz has had its own series of issues. With the MetSHO build, the FireBug and a couple other projects looming, the 1uz was transported to a friend’s house… 1.5 hours away. I’m not good at making nearby friends I guess. This location and project seemed fine until I got to the friend’s house one day, and I noticed small parts missing as well as my organized parts completely mixed up (small things like cylinders…). My plan of grabbing a $150 1uz from the junkyard on 50% off day (which was done in a snowstorm) and throwing it into the LS was dashed.

Thus began the new direction of the build, boosted 1uz with the track/drift/daily/car show mash-up. I know everyone who tries this has the words of wisdom shed upon them, "You'll compromise if you try and do all of those things." I fully plan on having something that does 4 things poorly and none of them even that well. With this new direction, the parts were promptly swooped to the rescue of my build partner Brian (everyone knows him as Crab). From there, the engine sat in the corner of a golf maintenance facility for months with not much happening (about an hour away… trend…). The kick in the rear for this build thread was when I saved up enough to send the block to a shop near O’Hare. Everything got all race car’d up there based on the new plan of forcing induction. The build shop was oooold skool, but they knew their stuff.
More parts accumulated:
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Decide to bolt the 1uz to a Nissan 350Z trans… (this will prove to become the worst decision).

Basement floods and washed carefully laid out CD008 trans parts into the drain…
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By the grace of a friend who I knew wouldn’t mess with my stuff, I was lent half of a garage. Thrash session began, but he still lived about an hour away with no traffic (damn it, I’m not good at this…). I learned through Crab, Dave, and extensive interwebzing. During this time I was also getting married and had a VERY time consuming B2B tech sales job. But that job afforded a lot of cool stuff.
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My wife “allowed” the apartment to become a staging area for the stupid crap that took up a lot of wasted time at the friend’s garage. She’s the best. And hot. So I did well.
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Next up… Life changing career decision, back to college to have no life, theft, move with my own garage! and some build pictures (coilovers!).
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While running back and forth with the car in the shed, I managed to grab the measurements for the Stance Coilovers. Dave at Touge Factory was kind enough to take a big risk in an unproven market. I know he didn’t make many, but hopefully he broke even on everything.
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About this time is when I looked around and decided that I really, really did not like the career path I was heading down. So up from our nice hipster area apartment in Chicago and back to college for me to pursue a master’s degree and some FAA certifications. We moved to income controlled housing, and I got my long awaited garage!
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*I might also mention that while moving out of the last apartment, the maintenance person decided that they wanted to see what cool stuff I had, and he stole my fully built HX35 turbo, electric fans, and various other parts. We sued the leasing company and broke exactly even on everything. First time ever suing anyone, so I’m glad they settled and they paid up, fully admitting fault. Only issue, I’m now out the perfect turbo that I got for a bargain.
After moving the smaller items into the new digs and then the car, the project really began to progress. Several friends from Michigan had time to help out on the engine removal process. As you can see, I share a garage space, so space is very tight.
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The only issue was that my work/school schedule was brutal. I was up (if I slept) until 2am most nights and waking up for work and school at 6am. But some work did get done during that time.
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Transmission was fixed after finding the liiiiittle issue.
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Wiring from the Lincoln LS way of doing things to the Autronic SM2 way of doing things.
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Sizing up the 1UZ vs the LS subframe. Only slight modification required.
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Test fit was like a glove! This is bolted in also.
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More parts and more work.
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Picked up a new turbo.
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After much thought and alcohol, the Walbro 440 was fitted to our dual saddle-tank design (read- mess). I don’t have faith that the stock hoses will tolerate the 440, but we shall see.
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Modification to the pick-up was needed (brake line was used).
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This project was really starting to take shape, and I actually started to believe that the pipedream of finishing this project might actually happen.
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This included modification of the trans bell housing for the adapter plate.
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Until…

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My spot at my apartment is 4 garage doors with 8 spaces for cars. My space is on the far right and I share that with Vito who owns a civic and a Harley. Places next to me are a chopper, a Grand Prix, then the epicenter of the fire, and far left is a Taxi driver and some random car. The epicenter of the fire is a spot where some mechanics work on local cars under the radar. They help out but in this case the Monte Carlo parked next to a G35 blocked in by a Ford Ranger was their demise. Deciding to break a fuel line hose that was stuck with a blow torch was probably also a major contributing factor.
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Insurance is still being settled from this case because not only was there a fire that was covered with the bare minimum liability insurance possible (everyone in our apt complex has to have renters insurance) but then a couple days later this happened.
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That’s right, people decided that they deserve my stuff more than I do and walked off with a vast majority of my essential tools… (welder, tool bag of about 100+ tools, cordless impact, cordless drill, etc.)
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Summing up my feelings.
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After a lot of work and a lot of cleaning (the smell of ash/firehose sludge and burning plastic will never leave everything) and sorting ruined vs salvageable items, I’ve moved my stuff to Crab’s golf course.
I’m only taking ATP ground school and practical dispatch this semester, so I have a lot more time. Things are getting done (with a MAJORITY of the help from Crab).
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Oh and new turbo, since well the first got stolen and the second was destroyed in the fire. BW S300SX363 .91AR
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3UZ Tundra headers flipped over for turbo. I’m also using a LS1,2,7,X,10293812038 for my intake. This will take some work and a throttle body from a rolled over GMC Vortec at the junk yard (my affinity for junk yards is insane, I love them).
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This motor requires a lot of small things that would bore you since you don’t have a 1UZ in your engine bay. Figuring out how many crank teeth to cut off, in what order, and run for wasted spark on a stand alone V8; which coil-on-plug is best (turbo Porsche vs LQ4); systems that we can retain in the INSANELY intricate LS wiring system, etc. There are 1000’s of little things that have to be worked out. Thanks to this forum, friends, and the internet this project keeps getting closer to completion. It may smell a little like smoke forever, but who cares. This thing should be fun when finished.
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:Beer

Holy crap on a stick, man. That is one hell of a journey so far. Carry on and keep us up to date! I'd love to hear about the marriage of the engine management. Are you running a separate PCM or getting the LS PCM to run the 1uz?
 
seems like God himself is trying to tell you how bad of an idea this is...
 
:Beer

Holy crap on a stick, man. That is one hell of a journey so far. Carry on and keep us up to date! I'd love to hear about the marriage of the engine management. Are you running a separate PCM or getting the LS PCM to run the 1uz?

So basically all engine functions will be controlled by the Autronic SM2 stand alone ECU. The windows, locks, and other various functions will still be controlled by the LS system. Oddly enough parts like the gauge cluster functionality was difficult to determine the level of connectivity with essential LS systems. So to counter-act this we are running a MGL gauge off of an airplane, boost/tach/AFR individually and then the other gauges/indicators/warnings from the LS. Fuel related systems were interesting and left to Mike and Crab. Climate control is being controlled through various parts hooked up to a F-8 Crusader Fighter jet panel. I'd post the gauge cluster but it is being non-suckified at Autometer right now. I have a knowledge of tools and mechanics; electronics still baffle my mind. Anything electrical is left to Crab and Mike with me looking on like I know what they are doing. I have made it a goal for 2016 to learn basic electrical. No updates for about 2 weeks as everyone is on vacation. I will work ahead in my FAA certification tests, so I can thrash when everyone gets back.
 
seems like God himself is trying to tell you how bad of an idea this is...

I'm waiting for an actual act-of-God to happen (flood was poor maintenance, fire was stupidity, both thefts were human malice). It will happen soon enough. This is a horrible idea in every respect; hopefully I made that clear in my first post. I was very reluctant to even post this to this forum, but figured that maybe some where along the line, we do something that can help someone out. If not, you get a hell of an, "I told you so." story.
 
I'm waiting for an actual act-of-God to happen (flood was poor maintenance, fire was stupidity, both thefts were human malice). It will happen soon enough. This is a horrible idea in every respect; hopefully I made that clear in my first post. I was very reluctant to even post this to this forum, but figured that maybe some where along the line, we do something that can help someone out. If not, you get a hell of an, "I told you so." story.

We're not against fun projects; we're against the monthly (sometimes weekly) posts with people acting like hot shot knowitalls who think they can do better than the last 15 years worth of efforts and finally build the sweet hotrod LS everyone has been dreaming of. Then, shortly after, they give up and usually sell the car before they even install an eBay CAI. Installing an LSD is more than many of the performance oriented owners do. Bolting a different engine to the subframe is way more than 99% of the dreamers have done. As far as I know, there are only 2 engine swapped LSes, one with an LS1 and the other with a pushrod Ford 5.0. There's also now a built and turboed 3.9+L.

Stupid would be dumping money into a project LS without enough knowledge and expecting all their money back when sold.

Progress/result pics are always a good start when presenting a pipedream to a skeptical bunch though
 
Read your other thread and was really hoping this project would continue. So I am even more happy to see you will continue documenting it here on LVC. Thanks for posting!

Like what LSFrank said, every week there is someone on here saying they will go crazy and build the dream LS. While I agree that most of those posters turn to nothing, and that can get annoying, there is a general feeling of disinterest on LVC when someone wants to be different, or push the envelope. What I mean by that is that you see a lot of "just buy a mustang" or "wrong car to go fast" or "not what this car was meant to be" etc. Not until someone posts results (Alax, Cammerfe, Rob, the swap guys, YOU, etc) do people seem to get the respect. So for an LVC member to demotivate these weekly posters seems counteractive to what really is a supportive culture. You already addressed the predicted flame show you'll get here so you must be aware of this anti-LS-Project mod mentality, but don't let it stop you. Build what you want, because something different is always more interesting than the same old build! Your previous projects tell me this LS will not disappoint!

Sorry - went down a rabbit hole there. I have lurked on here for a long time and just got back into an LS after a 5-6 year hiatus. So with my own "plans" brewing in my mind for 5 years, I have seen a lot of threads/builds be born and shortly die, but the lack of forum support is sometimes a part of that death I feel.

But it is great to see projects like this still coming up! Your ability to overcome the challenges already encountered is impressive. So I will without a doubt be watching, and learning. Also, thumbs up for another local LS guy. I am near Ohare and would love to come check this out sometime. I can maybe fill your void in electrical support, and am always willing to lend a helping hand or brainstorm.

-Devin
 
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Ok, I'll say it...

I think it's f-n awesome you're keeping up with this, and have got (gotten?) a lot further (farther?) than most of the people that talked about it.

No doubt in my mind that this can be done and looking forward to the results.
 
And don't scrap that grille. It's already thermoformed and the 'grin' would look sick on the finished product lol
 
Thanks for the words of motivation. Some people view a car and think, “These engineers were mostly right, but I want to give it my own twist.” My friends and I look at a car and think, “…” actually I don’t know what we think; these projects just kind of keep happening. I’ve had several people tell me to keep the grill so that might end up staying on the car.
My goal is to write as much of this as possible from my perspective, however, there are portions of this build (during mid-terms/finals/etc) that I just couldn’t give my attention to this build. This is one of those cases and because of this, I am copying and pasting from Crab’s post.

We're gonna hit the rear end now, since the following mods require a custom driveshaft, which we will be getting anyway to make this thing move under its own power.

These early LS's came with a Ford 8.0" IRS carrier. You can swap in an LSD from a 8.8", but you can't change gearing. This really sucks because you're stuck with the ridiculous 3.31 final drive. The answer is to thrash under 3 different vehicles at the junkyard.

First, Aaron grabs the 28 spline Torc-Lok LSD from this beautiful Mustang.
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The trunk is full of prescription meds, naturally.
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He works under the 'Stang until thoroughly demoralized. The thing was stuck in there for some reason, so he thrashed under it for hours. It finally came out after he used the axle shaft to pry on it.
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Next, I grab the 8.8 IRS carrier from this Mark VIII. This is the same unit used in the Terminator. God damn, this sucked bad. I had the carrier loose fast, but the car's dual exhaust was pinned on the stands, trapping it in. Now that I think about it, I probably could have found a way to jack the car up, but my brain got melted in the 100° temps. I finally wrestled it out, throwing the 31-spline axles to the side that we will probably need later when it shreds the 28's.
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I'm always mindful of these cars because I actually think they're cool, and they come with this badass fan. The fans are usually gone, but this one was pulled by someone, and left. I found out later that the low speed circuit was dead. I'll just figure out how to drive it on low with a resistor or something. Fitment is perfect for the LS radiator, and the flow is legendary. This was a half-price day, and I got all this for like $50.
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To complete the scrounging, I found a two-door 4wd Explorer with the rare D2 code rear end. I didn't know they made such a beast. This has the 4.10 R&P with another Torc-Lok, a 31-spline. After breaking a wrench in half right away on Day1, I had it out the next day in 30min. I gave the counter lady a plausible sounding name for this greasy part inside my airbag carrying satchel, and got it for $30. These LSD's sell for like $150 all day, making this entire mod please my financial sensibilities.
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Then Aaron pulled diff #4 out of his Lincoln. Don't need this anymore.
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Right. Now we disassemble all these diffs, and play mix'n'match. To recap:
-Use only the MarkVIII housing so the 8.8 gearset can physically fit.
-Use the Stang 28-spline Torc-Lok LSD so it will fit the LS axles.
-Use the 4.10 Explorer R&P cause it doesn't suck.
-Sell LS diff for profit, because it's just one of many things on the car that commonly go bad, and is therefore in high demand.

I worked some magic on the diff. The frictions on both examples were still in great shape. I just re-dressed the plates with a scotch-bright disc.
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These are actually nice looking units. They use the spider gears as the "ramp" to apply pressure to the clutch pack, achieving lock (Lok, sp?). Still, I found Ford's methods puzzling concerning the stack.

On the right, as pulled.
On the left, Crab style, with an additional friction plate stolen from the Explorer LSD.
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This takes it from 2 1/2 friction plates (the top plate goes against the case and does nothing) to 3 1/2 per side. It also shims the stack .120" total to increase initial torque. Everything was so tight, I could barely reassemble it.
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The fun's not over yet. The LS rear cover needs to be swapped over. Also, the front mounts are lower and there's two of them now. This will require some new brackets on the subframe.
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There's something awfully familiar about all this...


Not covered or pictured is the custom dif mount that is being run for the new mounting location. The rear fits because the LS plate is retained and the front now has two mounts. The one stock LS subframe mount is soooooo close but just short, so Crab crabricated some new weld-on brackets. 4 mounting points will now distribute the power from the custom drive shaft (yet to be made until engine and trans is mated). Engine and trans mounting has some fun things, but we are a little ways away from that since the awesome paint job I did in the engine bay is ruined from the fire. I have about 1 week worth of work to get back to zero with the engine bay...

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Nice. Sucks about all the delays and especially the sticky fingers, this is why I only work projects when I have a personally owned garage to lock everything in. I won't even do the storage facility, had a bunch of nice junk stolen from one before.

On yours, I strongly suggest getting a shop manual for that year LS. You will find making the electronic junk work a lot easier if you know how it's wired and what sort of input is needed. For example, the ABS computer may need a throttle feed, and if so it's simple enough to piggy-back a second Lincoln-specific TPS to the one your engine uses.

I do this on my own projects. I buy a shop manual, then keep them in looseleaf binders. When I change something, I alter the manual to match what I did to my truck. Eventually, that manual is no good for the car I bought it for, it's only good for my specific vehicle. Of course, it's impossible to work on the vehicle without my home-made manual now...
 
This really sucks because you're stuck with the ridiculous 3.31 final drive.

just an FYI, not all LS's came with a 3.31, some came with a 3.58 rear end. personally, I would still like a little more gear than that, but 3.58 is still better than 3.31.
 
just an FYI, not all LS's came with a 3.31, some came with a 3.58 rear end. personally, I would still like a little more gear than that, but 3.58 is still better than 3.31.

Yep. Also a 3.07 or 3.05. Not that it matters to this build any more, especially since a real 8.8 is better than the 8"-ringed-8.8" we have. Just to put the info out again. Most Gen 1 V8s came with 3.31. Somespecial snowflakes came with 3.58. All Gen 1 auto V6s came with 3.58. All manuals (which were all Gen 1 V6s) came with 3.0x. I think with Gen 2s, non-sports came with 3.31s and sports came with 3.58s, regardless of engine. I know both rears were available, and I know Sport V8s came with 3.58s, but I'm not exactly sure what Sport V6s came with

Alzimme, I know you just copied the post, but to correct two other things, it's Trac-Lok, not torc-lok, and the LSD achieves lock, not "Lok", as that's just the brand name. AdvanceTrac is another fun one where it seems Ford removed a letter to be edgy, but I guess it comes from traction, not track. Now I'm seeing TrueTrac, trac-lok, and traction-lok names being used interchangeably (checking what I wrote before I post) and I give up.
 
Ah, thanks. So all 3.07s are manuals, but not all manuals are 3.07s
 
You can build a speed controller to run the Gen2 fan. Check the threads I started for all the engineering info if you want to build a custom controller. I still make the ones that use the Fan pump actuator signal from a Gen1 to drive the Gen2 fan.
 
On yours, I strongly suggest getting a shop manual for that year LS. You will find making the electronic junk work a lot easier if you know how it's wired and what sort of input is needed. For example, the ABS computer may need a throttle feed, and if so it's simple enough to piggy-back a second Lincoln-specific TPS to the one your engine uses.

Like the third day I had the car, we already had the shop manual for it. There's no way that we'd be this far without one. What they do with the wiring is basically draw out a new schematic based on what we're doing and we just hold onto that.

Yep. Also a 3.07 or 3.05. Not that it matters to this build any more, especially since a real 8.8 is better than the 8"-ringed-8.8" we have. Just to put the info out again. Most Gen 1 V8s came with 3.31. Somespecial snowflakes came with 3.58. All Gen 1 auto V6s came with 3.58. All manuals (which were all Gen 1 V6s) came with 3.0x. I think with Gen 2s, non-sports came with 3.31s and sports came with 3.58s, regardless of engine. I know both rears were available, and I know Sport V8s came with 3.58s, but I'm not exactly sure what Sport V6s came with

Alzimme, I know you just copied the post, but to correct two other things, it's Trac-Lok, not torc-lok, and the LSD achieves lock, not "Lok", as that's just the brand name. AdvanceTrac is another fun one where it seems Ford removed a letter to be edgy, but I guess it comes from traction, not track. Now I'm seeing TrueTrac, trac-lok, and traction-lok names being used interchangeably (checking what I wrote before I post) and I give up.

I know at one point Crab and I were making fun of all the different names so it might have been a joke. More likely he didn't care because some dude in marketing who has never driven anything aside from a Focus SE named the parts. This was my first time working on a differential so it was a learning experience. This thing is packed in there tight so with the words of confidence "I'll be fine." and not blow gears out of the casing were needed when finishing it up. Nothing we've done is proven, but it works in drunken, hillbilly theory.

You can build a speed controller to run the Gen2 fan. Check the threads I started for all the engineering info if you want to build a custom controller. I still make the ones that use the Fan pump actuator signal from a Gen1 to drive the Gen2 fan.

I believe we already have a solution for this from some junk yard parts. If not, I'll let you know.

I should also mention that we are trying to keep costs to a minimum. We aren't trying to cut corners on anything that would be detrimental in the future, however if we can source something from a junk yard or make it ourselves, we do. Offsetting costs is key and planning ahead is also a big part of it. I think we can accomplish a unique car, that is a lot of fun, for a reasonable price.
 
What's your HP/TQ target with this engine?

Not really sure, maybe like 550ish. Haven't built an engine with this set up and peoples internet claims are from 450-650hp with similar set ups. I just want it to make cool sounds.
 
throwing the 31-spline axles to the side that we will probably need later when it shreds the 28's.

you didn't miss out on 31s, the Mark VIIIs came with 28 spline axles.

I'm always mindful of these cars because I actually think they're cool, and they come with this badass fan. The fans are usually gone, but this one was pulled by someone, and left. I found out later that the low speed circuit was dead.

I'm under the impression that the 2nd gen fans are speed controlled, ie, progressive by way of the VLCM.
the 1st gens definitely are, and the fan is just a single speed unit. so that may be normal operation.
 
I'm under the impression that the 2nd gen fans are speed controlled, ie, progressive by way of the VLCM.

Confirmed. The fan senses a variable duty cycle signal and can go from 0% to 100%. Running a Gen2 fan without a controller results in either no function or full speed only.
 
Best of Luck! sub'd

Anyone who's read 11/22/63 knows whats going on here....
 

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