The knock sensor and adapter are from the 3.0 DOHC TT motor. I'm 99% sure the one sitting in my garage looks exactly like that. That is one of about 4 differences between the DOHC and SOHC blocks. The 3S service manual I got noted that there is a minor difference in 1 of the oil passageways, there are oil squirters that point at the underside of the pistons, and there are supposedly extra "reinforcements" built into the block. It doesn't say where and I threw out my old SOHC block to compare...:bang headHere's an interesting picture! It seems that this version of the 3.0 got a single knock sensor. Look at the adapter! Now...I know tht STOCK computers don't use this input, but what about aftermarket, or even a simple knock detector? Not everybody can bennefit from this, but I figured it was interesting...
Uh, ya...my bad . There are bosses on the DOHC block. But there is only 1 knock sensor.I thought there were actual bosses the DOHC knock sensors went to...plus they used two IIRC. This one uses the bolt holes that are just in the valley(no actual bosses). I could have sworn I remember two in the one set of pictures I saw of a DOHC block...oh well...*shrugs*
They sent him a M42 or whatever that is when he wanted the M62, Others did ask why didn't he go with a M90 but I forget the reason exactly why he didn't want to go with the M90I could have sworn that he said they sent him the wrong S/C to begin with....I thought we WANTED the M90, but ended up with the M62. Maybe I understood that wrong? *shrugs*
Personally I'd still try to intercool the mp62 for even more dense intake chargeThat's a misleading term, since boost is somewhat dependant on flow restriction. As an example, if you plug the exhaust, you can build a lot of boost in a hurry - even with a small blower. The better the engine flows air, the less the amount of apparent/indicated boost as measured by manifold pressure. One way to think of boost is available pressure to force air into the cylinders, but another way is to think of it as the amount of restriction to efficient air flow relative to the S/C output. That said, in everyday lingo, I'm looking for 6-8 lbs of boost which should be achievable with the MP62 on a 3.0L without heating the charge air too much. I've considered using an MP90, but I'd have to slow down the pumping rate by using a larger pulley if I want the engine to last - which would also slow down the onset of power. The trade-offs on blower maps are mind-boggling.
I'm not trying to build a race engine - just have a little more power without fear of blowing it to pieces. Maybe if this one works, I'll try an MP90 with mega boost later on a "built" engine.
This doesn't seem very good. At 30% driveline losses, he's only cranking 175HP/200TQ. I don't know how much power a Montero puts out, but the Mitsler 3.0 was factory rated at 140/170 at the crank.As a note he put down 121.4HP @ 4962rpms and 141.4TQ @ 4081rpms on a Mustang dyno with 32" tall tires and an auto with a tune that wasn't 100%. Boost was around 7#'s at redline.
You're thinking of centrifugal superchargers where a belt turns a compressor similar to a turbo. These design don't build boost until the engine is at a certain RPM and then vent any excess boost with a BOV.I'm new to SCs, so correct me if I'm wrong, but don't SCs have over-pressure (blow-off?)valves like turbos? So wouldn't I be better off having a large SC that can bring on X boost at a lower engine (and SC) speed to reduce heat, and then have a blow-off valve to dump the excess pressure created at higher engine speeds?