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A lot happened between the last set of pictures and this one. I changed jobs, moved to Nashville, and
bought a house (with a garage!). Obviously, this moved the truck down the priority scale, but during that summer I did get it running. After towing it to Nashville and completing assembly, towing it back to Birmingham to the turbo shop for them to do their work (turbocharger, exhaust, and intercooler piping) I did get it running, but some outstanding bugs meant that I had to tow it back to Nashville. The problem ended up being in the alternator wiring, which I easily fixed once I got it home. These pictures are after that, when I was actually driving it around the neighborhood some.
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This shot shows the "old man farm truck" look that's spoiled only by the cowl induction hood. I've been
told by several sleeper fans that I should really go back to the stock hood, but I think when it's painted and everything
it'll be subtle enough to still be surprising. You can barely make out the intercooler in the grill opening, and once
I paint the elbow of piping heading up to the intake, it'll hide it even more. |
| I used Ranger accessory brackets and accessories, from various sources. The power steering bracket I believe came off a '92, at least that's what the junkyard had marked it as. I cut the A/C compressor mount off of it, and cut off the back side for distributer clearance. The alternator bracket came from a friend, and is also from an early 90s truck. It didn't require any special modifications, and once I got the right crankshaft pulley the serpentine belt worked fine. The 4.0 radiator's inlet and outlets are on opposite sides relative to the 2.3's, so I had to find appropriate hoses. The lower is from a 2.3 Mustang, and since none of the parts store Mustang upper hoses seemed to match up, I went with the custom stainless upper hose. |
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 | The buisness end of things. Air enters through the K&N cone filter, gets measured in the VAM, then enters the turbocharger.
The turbo is a T3/T4 hybrid, the compressor is a T04E 60 trim and the turbine is a stage 3 exhaust wheel in a .63 A/R housing.
The compressor has been "clocked" and a 90* elbow welded on, the compressed air then goes forward to the TC intercooler (with stock end tanks) then back up to the intake manifold. There is a Bosch bypass valve between the upper intercooler pipe and the turbo inlet pipe, you can see the angled inlet from it on the engine side of the inlet pipe. The bypass valve opens when the throttle plate closes suddenly, and redirects the boosted air back at the compressor, which helps keep the turbo spooled. |
| This is the driver's side of the engine bay, you can see the power steering hose routing (89 Ranger hoses). The coil is mounted on the inner fender, with a ground wire running up to the fender. You can also see the (temporary) electric fan, which will be replaced eventually by a larger fan with a shroud. The Ranger clutch fan is a perfectly viable option, but since I didn't have one and this was available...(Thanks Doug!) You can also see the fuel pressure gauge on the adjustable fuel pressure regulator...this has been invaluable in working out the kinks. It also gives me room to grow if I find I need a little more fuel pressure. |
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