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Showcase cover image for Turbo 1996 LSC

General Information

Name
GLB
Year
1996
Make
Lincoln
Model
Mark VIII
Color
Toreador Red Tri-Coat
Packages
LSC
Back in 2001 my Grandfather purchased this 1996 Lincoln Mark VIII LSC from the original owner for a tall sum of $6,500.00. I grew up in a Ford and Mercedes Benz world, and every since the Mark VIII launched in late December of 1992, it was always a car to have on my list..
My Grandfather and I were in the car business together since 1997. While we traveled the world when I was younger, he bought several, sought after cars enthusiast's wanted. When I was old enough to help out, we would take these cars and rehab them to the point that potential buyers would pay top dollar for them, and better yet, enjoy them. Fast forward to 2006 and my Grandfather was re-diagnosed with cancer and soon passed. While leaving behind a stable of rare, expensive cars to the family. Since no one else in my family was a car enthusiast one bit, they turned to me for help on getting them updated and unloaded.
This worked out quite well actually. On the list of cars my Grandfather wanted me to sell off were some old and rare Mercedes Benz's and a mid-90's Ford Taurus SE, which went to the first $1,000 in my hand. The Mercedes Benz's were both Euro-Spec cars. One being a 1979 450 SEL 6.9L and the other a 1985 500 SEC Widebody Car. Indeed, both extremely rare. The only car that wasn't allowed to be sold is the 1996 Mark VIII LSC you see here. He made me promise not to sell it, but on the same hand, I promised him I would keep it however rehab it like I would want it to be.
Hence the reason I put up this page. No it's not for sale, and yes it is fun to drive. These cars scare people away due to the pure unknown, which is, masses of people not willing to dedicate time and/or money in them. Sure they can become a "beater" really quick and cause you to want to kick it, burn it, turn it in to a pig roaster or blow it up with your stash of artillery but that doesn't mean you should. HA! I know what I am doing here a lot of people would laugh at but so what.. I'd rather be laughed at than frowned at.

Under The Hood:

Since I have a huge turbocharger background in custom head units for Gas and Diesel, I figured A mid-frame custom intercooled single turbo would go nicely under the hood. If I had the fuel system and short block to support the power, this particular build would do 800+ RWHP without an issue. But, I don't so it is only making close to 500 RWHP now.
This particular head unit started life as a 72mm P Trim T04 turbocharger. I knew that 72mm was efficient enough for 780-850 HP but the turbine itself wasn't. It was decent at around 565 but would have a bit of choke-flow up at the RPM these 4v engines can achieve.
So I put the pen to the paper and figured a cousin of the P Trim turbine would do what I wanted, however, I did not want to run it on higher boost to compensate due to the air getting a little hot and the compressor efficiency dipping at around 65%. So instead I opted-in for the Turbonetics F1-68 10 blade (instead of 11) shaft with better blade pitch design that sits in a .96 A/R housing, and machined the compressor cover and seal plate to utilize a custom 80mm/114mm compressor. I was right! Low boost but high CFM = COOLER BOOST. What most 72mm units can do, this one can do while operating at a lower RPM (turbo itself) and generate MORE power than the "overworked" unit.
All of this added air is passing thru a bar/plate horizontal flow 4" intercooler, 2.5" aluminum charge pipe and up to the 3" piping, which uses a 90° silicone coupler to the throttle body. All of this actually fits under the factory hood.
The car also uses a 40mm wastegate and recirculated Type-S BOV. Every clamp on the charge pipe is of T-bolt style. V-band is used on all of the exhaust pre-turbo parts.
I am currently running 93 octane gasoline thru Ford 42# Lightning injectors, AEM 340 LP/H in-tank, Kirban Regulator and 80mm draw thru MAF which really peaks the output to 496 RWHP. It needs 80# injectors and a larger pump to go higher safely. While a complete E85 setup is in the works now, it will be a bit before I complete and re-tune. Also, I am running a custom boost referenced water/alky injection setup on it to help out the intercooler some if needed. This exact combo made 619 RWHP with 80's and same pump thru a T-45 manual in a '96 SVT Cobra so I know it will do close in this car.
I also might add this... This whole build cost me less than 2500 bucks. Including the fuel system and tuning by myself with a wideband. I only took it to the dyno to see about where it was on power. The reason it was so inexpensive to build is, I have accumulated TONS of performance parts over the years and never took the time to sell them off, so I put them to use. I know how to weld, have all of the machining equipment, have been tuning Ford vehicles since August of 2000, and fabrication has always been a hobby of mine. Come to think of it, anyone who said I had a problem holding on to stuff I wasn't gonna use can kick rocks!


Tuning and Datalogging:

Street Tuned via my CalibrVIIItor Software and various hardware.
Android 6.0 with ELM-327 and custom programmed PID's
Not only does the Android head unit sound decent, have a navigation and reverse camera, more importantly it monitors every PID the Ford ECU has in real-time. Things like STFT's and IAT are very important when building positive pressure in the intake.
Not to mention it can also control the air suspension system, monitor transmission temps, engine temps, altitude and much more.
Every bit of the stock tune has been addressed. Transmission, fuel, spark, adaptive learning.... You name it, I've tweaked it.


Anyways, thanks for taking the time to check out my 96. Hope you enjoy.

36960

36961

36962

Modifications

Drivetrain
4v/4R70W
Audio
Android 6" with ELM-327 Setup
Suspension
Manual Air Ride
Wheel and Tire
50th Anny. Mustang

Comments

·
Registered
Joined
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2,639 Posts
Impressive build. That turbo is well packaged.
 

·
Registered
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34 Posts
Man, that is a really nice job done on that Turbo car, and I would love to incorporate the Android tablet with such a clean execution just as you have it.

My son and I are building a car, not an engine.

We see the engines as harvestable, plentiful subjects that are inexpensive enough to sacrifice one in properly dramatic from time to time cuz that's how we roll.
This is why we can play on this playground with the big kids, 4.6L powerplants have collected in quantity nearby and they are cheap. They also are stout, and love forced induction and Nitrous Oxide if kept to reasonable pressures and temperatures whilst squeezing and squirting. Rumour has it Sean somebody put near to unadvisable levels of said boost and made two-thirds of a million watts for a short while with no obvious ill effects on the 4.6 stone stock internals.

When I learned to drive, there was no such thing as a 500HP car. Nasa had rocket sleds and dummies for that kind of power back then. That's, like more than 4 gallons of gas a minute at WOT loaded. Most normal people can not afford to have 500HP and if they did would likely die in an awful fiery mess alongside the road.

Ideally, we'd have the car setup for the task at hand and can get a JY long block replacement delivered when we need one. We clean the filthy thing up and then remove the intake, oil filter adapter, sheaves, oil pan, oil pump. oil filter, ignition system, exhaust system, steering, emissions, and electrical connections.

Once prepared, we bolt all our stuff to it, and off we go with an uncorked PI long block with our bolt-on set up for like about $700.00 cost of the replacement long block and all the gaskets and fluids and likely a number of components like Temp sensors and fried connectors, chemicals, gloves, soap, rags, etc.

This seems more sensible to me than 5k in forged internals, special cranks and pistons, all that jazz and then 200 bucks for gaskets and fluids, 200 for hardware, before you know it there goes 20 grand on a rotating assembly I am afraid I might break and have to baby it.

I have evolved into thinking of this from a practical standpoint. Ihave no problem pushing my worn out npi mill over the edge because for just a few hundred dollars, I can replace it with a lighter, much more powerful and fuel-efficient one and not be concerned about PI fitment ever again. That also seems way better than outfitting my block with PI heads, sourcing the intake parts and pieces because its a 95, and still ending up with a plastic intake and an old heavy worn out bottom end.

Maybe you could shoot me a message if you care to share some of the experience and resources you are able to draw upon regarding the forced induction portion of our build.

Thanks,

Rocketdog
 
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