My 2001 Tribute Revival
#1
07-25-2013, 02:27 PM
My 2001 Tribute Revival
Hello, I am new to the site and wanted to share the on going build of my 2001 ZETEC powered 5sp 4WD Tribute DX.
With my Tribute recently paid off it will soon be my secondary vehicle. This means let the heavy modding begin. I have already installed a complete Magnaflow exhaust and an OBX ram horn header. Along with a set of level 2 CompCams. With those mods this 5speed 2.0L Tribute is pretty fun to drive in any and all weather conditions. Really fun in the snow when you push that 4WD button.
OBX-R Focus ZETEC ram horn header and modified down pipe to fit.
Installed a spark plug fouler as a spacer for the secondary O2 to help with the No catalytic converter. No cell
Cams installed,
I decided to make up the COP harness and plug it in last week. I've been running this setup for 1000km so far without issue. 7500rpm and no misses or drop in power....
Cut up an old coil so that I could use the connector. Didn't want to have to modify the stock engine harness if I didn't have to.
May throw the ITB's on there while I'm waiting for the 65mm YB to show up...lol
2001 GSX-R1000/1300 Throttle bodies mounted to an SVT lower intake manifold.
Ended up using 2" rubber couplers vs the stock SVT couplers. I needed a bit more wall thickness and adjustable (cut length) runners to mount my ITB's
I decided to forgo the open throttles in lieu of a close air box and CAI style setup.
Here is my air box design... not much design to it. I am using the stock GSX-R air box. This is it with velocity stacks installed.
Side view of the modified 3" port that I added to incorporate the CAI that I have now.
View from the front of the engine bay.
Complete with vacuum lines, MAP and IAC ports.
K&N panel air filter and IAT sensor (For MSIII EMS)
Almost looks like they were built for this intake and engine.
I am actually going to try and run this setup on the stock fuel injectors and MAF sensor with the stock ECU. If it doesn't work I will instal the larger injectors and MegaSquirt EMS and start tuning.
This is not going to be any sort of show car or high Hp build. These are parts I had lying around from anther build that I have ongoing. If it doesn't work I put everything back and run her stock.
The exterior needs some minor body work and paint.
Plan on lowering it on some H&R springs and AGX struts/shocks.
With my Tribute recently paid off it will soon be my secondary vehicle. This means let the heavy modding begin. I have already installed a complete Magnaflow exhaust and an OBX ram horn header. Along with a set of level 2 CompCams. With those mods this 5speed 2.0L Tribute is pretty fun to drive in any and all weather conditions. Really fun in the snow when you push that 4WD button.
OBX-R Focus ZETEC ram horn header and modified down pipe to fit.
Installed a spark plug fouler as a spacer for the secondary O2 to help with the No catalytic converter. No cell
Cams installed,
I decided to make up the COP harness and plug it in last week. I've been running this setup for 1000km so far without issue. 7500rpm and no misses or drop in power....
Cut up an old coil so that I could use the connector. Didn't want to have to modify the stock engine harness if I didn't have to.
May throw the ITB's on there while I'm waiting for the 65mm YB to show up...lol
2001 GSX-R1000/1300 Throttle bodies mounted to an SVT lower intake manifold.
Ended up using 2" rubber couplers vs the stock SVT couplers. I needed a bit more wall thickness and adjustable (cut length) runners to mount my ITB's
I decided to forgo the open throttles in lieu of a close air box and CAI style setup.
Here is my air box design... not much design to it. I am using the stock GSX-R air box. This is it with velocity stacks installed.
Side view of the modified 3" port that I added to incorporate the CAI that I have now.
View from the front of the engine bay.
Complete with vacuum lines, MAP and IAC ports.
K&N panel air filter and IAT sensor (For MSIII EMS)
Almost looks like they were built for this intake and engine.
I am actually going to try and run this setup on the stock fuel injectors and MAF sensor with the stock ECU. If it doesn't work I will instal the larger injectors and MegaSquirt EMS and start tuning.
This is not going to be any sort of show car or high Hp build. These are parts I had lying around from anther build that I have ongoing. If it doesn't work I put everything back and run her stock.
The exterior needs some minor body work and paint.
Plan on lowering it on some H&R springs and AGX struts/shocks.
Last edited by GhostTribute; 07-25-2013 at 02:29 PM.
#2
08-02-2013, 02:56 PM
Well I picked up a 65mm BBK throttle body for $100 and figured that I would give it a try before swapping in the ITB's
She was a wee bit worse for wear when it arrived.
There was a black sealant type substance around the back side of the throttle plate and the throttle bore. Guessing the previous owner had some vacuum issues maybe??? Ether that or it was a very uniform carbon buildup. May even come from the factory like that...to make up for poor tollerances in the machining process.
The return spring was there but the tension was non existent. kind of looked like someone had tried to add tension but to no avail. The throttle cable pin was loose and the entire throttle cable and cruise plate was worn and wobbling on the throttle shaft as well.
Then there was the actual fabrication/design of the inlet. It's been a while since I have seen casting flaws and lack of detail in a product.
So I decided to give her a full make over.
Welded the throttle cable pin to the shaft plate and also welded the plate to the shaft. No more wobble, no more inaccurate TPS readings. Replaced the old tired spring and keeper with the one from my OEM TB. While I had the throttle plate and shaft removed from the TB I decided to tap the shaft for a larger set of brass low profile screws.
Also with the internals removed I proceeded to port and polish those ugly casting flaws and that awful machined lip from the inlet. Clean off all of that sealant and polish it.
So after a couple hours work here it is installed. It is working beautifully.
Unlike the OEM TB that uses an o-ring to seal to the intake manifold. This BBK throttle body has a flat mating surface. So I made my own gasket from a sheet of Felpro gasket material.
No more nasty machine ridge or casting flaws on the walls of this throttle body inlet
Swapped the stock TPS sensor over from the OEM TB. Had to go pick up a couple M4 x 0.70 x 12mm screws to mount it. Couldn't be bothered looking for tq head or hex head screws..... Just wanted to get it done and this is all the local hardware had for metric!
No leaks as of yet, love the throttle response. Only issue I have now is that the OEM intake manifold port is only 55mm so it needs to be port matched. Not going to do that anytime soon. For now I'm just going to enjoy the added throttle response.
Maybe when I get around to swapping in the ITB's I'll port match the IM to the 65mm TB and sell it as a combo.
She was a wee bit worse for wear when it arrived.
There was a black sealant type substance around the back side of the throttle plate and the throttle bore. Guessing the previous owner had some vacuum issues maybe??? Ether that or it was a very uniform carbon buildup. May even come from the factory like that...to make up for poor tollerances in the machining process.
The return spring was there but the tension was non existent. kind of looked like someone had tried to add tension but to no avail. The throttle cable pin was loose and the entire throttle cable and cruise plate was worn and wobbling on the throttle shaft as well.
Then there was the actual fabrication/design of the inlet. It's been a while since I have seen casting flaws and lack of detail in a product.
So I decided to give her a full make over.
Welded the throttle cable pin to the shaft plate and also welded the plate to the shaft. No more wobble, no more inaccurate TPS readings. Replaced the old tired spring and keeper with the one from my OEM TB. While I had the throttle plate and shaft removed from the TB I decided to tap the shaft for a larger set of brass low profile screws.
Also with the internals removed I proceeded to port and polish those ugly casting flaws and that awful machined lip from the inlet. Clean off all of that sealant and polish it.
So after a couple hours work here it is installed. It is working beautifully.
Unlike the OEM TB that uses an o-ring to seal to the intake manifold. This BBK throttle body has a flat mating surface. So I made my own gasket from a sheet of Felpro gasket material.
No more nasty machine ridge or casting flaws on the walls of this throttle body inlet
Swapped the stock TPS sensor over from the OEM TB. Had to go pick up a couple M4 x 0.70 x 12mm screws to mount it. Couldn't be bothered looking for tq head or hex head screws..... Just wanted to get it done and this is all the local hardware had for metric!
No leaks as of yet, love the throttle response. Only issue I have now is that the OEM intake manifold port is only 55mm so it needs to be port matched. Not going to do that anytime soon. For now I'm just going to enjoy the added throttle response.
Maybe when I get around to swapping in the ITB's I'll port match the IM to the 65mm TB and sell it as a combo.
Last edited by GhostTribute; 08-02-2013 at 03:03 PM.
#3
08-18-2013, 04:30 PM
Got my ITB setup installed and idling. First try was a bit screwed up as I had the TPS sensor wires crossed. So the ECU was seeing 80% throttle at idle when they were actually closed. Wouldn't start without giving it a shot with the gas pedal. And it fired up with a TPS CEL and reverted to MAF only and wouldn't idle without giving the throttle a few snaps every now and then.
After switching the wires the GSXR TPS is @ 19.2% and will not go further than 70% based on the Ford voltage scalar. Therefore a custom calibration will be necessary in order for them to run properly.
Here are a couple shoots of the live data on my scan tool.... No CEL... however it will come on for the DPFE and EGR as they have both been removed. For those who say that the stock ECU will not idle over 700-850RPM... here it is @ 1200 RPM. The IAC is hooked up and running. In case anyone is wondering, the IAC valve is pretty much completely closed at idle @ these RPMs.
As you can see it is running a bit on the warm side and the ECU is really attacking the fuel trims....
19.2% throttle and a really good IAT and flow reading from the MAF. It's quite obvious that the 4 throttles suck air much faster than a single throttle body. The 65mm throttle body @ 1000RPM was reading @ 2.8 g/s.
The placement of the velocity stack out of the engine bay probably helped a bit with the temps. The velocity stack actually fits up there with the hood closed. However I will be changing the CAI tube to tuck it back in behind the battery with an air box and hood vent.
Due to a coolant leak in the steel oil cooler and water bypass lines. I will not be taking this out on the road for a day or two. I will also try and see what I can do to keep the ECU from trimming so much fuel on the ST & LTFT.
Little video of the second start up after the TPS wires were fixed.
After switching the wires the GSXR TPS is @ 19.2% and will not go further than 70% based on the Ford voltage scalar. Therefore a custom calibration will be necessary in order for them to run properly.
Here are a couple shoots of the live data on my scan tool.... No CEL... however it will come on for the DPFE and EGR as they have both been removed. For those who say that the stock ECU will not idle over 700-850RPM... here it is @ 1200 RPM. The IAC is hooked up and running. In case anyone is wondering, the IAC valve is pretty much completely closed at idle @ these RPMs.
As you can see it is running a bit on the warm side and the ECU is really attacking the fuel trims....
19.2% throttle and a really good IAT and flow reading from the MAF. It's quite obvious that the 4 throttles suck air much faster than a single throttle body. The 65mm throttle body @ 1000RPM was reading @ 2.8 g/s.
The placement of the velocity stack out of the engine bay probably helped a bit with the temps. The velocity stack actually fits up there with the hood closed. However I will be changing the CAI tube to tuck it back in behind the battery with an air box and hood vent.
Due to a coolant leak in the steel oil cooler and water bypass lines. I will not be taking this out on the road for a day or two. I will also try and see what I can do to keep the ECU from trimming so much fuel on the ST & LTFT.
Little video of the second start up after the TPS wires were fixed.
Last edited by GhostTribute; 08-18-2013 at 10:07 PM.
#5
08-18-2013, 10:06 PM
Glad to pass on some information and hopefully help some people out. Not that there are many people running individual throttles on 13 year old Mazda SUVs...lol
Stay tuned! Sheet metal fab, body work and paint coming up this week!
Stay tuned! Sheet metal fab, body work and paint coming up this week!
#6
01-09-2014, 09:46 PM
Been a while since I posted... been busy!
Found a 70k km 2004 2.0L Zetec long block complete with transmission and wiring harness for $200. I couldn't pass it up! I figure I can rebuild it and still have my tribute on the road to cruise around in.
Took some time last week to port match the Zetec head to the SVT ITB intake manifold. There was quite a difference in port design between the two.
The black paint around the intake port is the outline of the SVT port opening
Ported to match the intake and also removed all the casting flaws and narrowed the dividing wall.
Cleaned up the bowls and blended them into the valves seats.
before;
after;
and 3 angle valve job on the intake completed
Exhaust ports being redesigned for a new header design.
Old small port
and the new slightly larger oval port design
Polished the exhaust port surface to keep temps up in the exhaust gasses and lower in the cylinder head.
Haven't finished the exhaust valve job yet as I am waiting for the 90mm 70° bowl hog to open up the throat and seat for the +1mm (30mm) valves.
On the ITB and intake side of things. I made some time to fabricate and mount a set of GSXR 240cc fuel injectors and fuel rail in a top feed / shower top arrangement.
Little bit rough as they sit right now. I will get around to coating them before they go into use.
Hope to have some more updates coming along soon!
Found a 70k km 2004 2.0L Zetec long block complete with transmission and wiring harness for $200. I couldn't pass it up! I figure I can rebuild it and still have my tribute on the road to cruise around in.
Took some time last week to port match the Zetec head to the SVT ITB intake manifold. There was quite a difference in port design between the two.
The black paint around the intake port is the outline of the SVT port opening
Ported to match the intake and also removed all the casting flaws and narrowed the dividing wall.
Cleaned up the bowls and blended them into the valves seats.
before;
after;
and 3 angle valve job on the intake completed
Exhaust ports being redesigned for a new header design.
Old small port
and the new slightly larger oval port design
Polished the exhaust port surface to keep temps up in the exhaust gasses and lower in the cylinder head.
Haven't finished the exhaust valve job yet as I am waiting for the 90mm 70° bowl hog to open up the throat and seat for the +1mm (30mm) valves.
On the ITB and intake side of things. I made some time to fabricate and mount a set of GSXR 240cc fuel injectors and fuel rail in a top feed / shower top arrangement.
Little bit rough as they sit right now. I will get around to coating them before they go into use.
Hope to have some more updates coming along soon!
Last edited by GhostTribute; 01-09-2014 at 09:50 PM.
#7
02-19-2014, 04:48 PM
Finally got around to mocking up a set of three wire Honda K series pencil coils with the aluminum valve cover and spare ZETEC cylinder head. Took me a little while to get everything lined up, cut out and drilled on the brass cover plate.... Thankfully first one worked out.
They are a bit tall but that's how it goes when you are using stuff that is left over from another build. Kind of doing this in a sort of rat rod tradition. Take any parts available and make them fit your needs.
They are a bit tall but that's how it goes when you are using stuff that is left over from another build. Kind of doing this in a sort of rat rod tradition. Take any parts available and make them fit your needs.
#8
07-28-2014, 08:30 PM
Up....
...up.....
.....and away....
Lots of room in the bay now.....
Block and 86mm pistons have been sent to the machine shop. Cylinder head will be sent for milling next week.
Little bit of body work required..easy enough.
Just going to replace it with a piece of 2" tube steel.
and might as well post up pics of the new addition to the family. No rust or engine mods needed on this one.........yet!
...up.....
.....and away....
Lots of room in the bay now.....
Block and 86mm pistons have been sent to the machine shop. Cylinder head will be sent for milling next week.
Little bit of body work required..easy enough.
Just going to replace it with a piece of 2" tube steel.
and might as well post up pics of the new addition to the family. No rust or engine mods needed on this one.........yet!
Last edited by GhostTribute; 07-28-2014 at 08:43 PM.
#9
09-07-2014, 12:46 PM
Fuel System Upgrade
Well I am still awaiting the return of my engine from the shop... In the mean time I ran into a slight issue with the 4 cylinders electronic returnless fuel system. I'm not a fan of requiring a fuel controller to adjust voltage to the fuel pump to raise and lower fuel flow.
I was able to find out that the V6 Tribute uses a mechanical returnless fuel pump assembly that drops right into my tank. No more fuel pump controller required... my Megasquirt will power it without issue. It will be full flow 100% of the time and the fuel circulates inside the fuel tank with an in take pressure regulator when fuel is not required.
So the fuel pump assembly arrived last week and I spent some time this weekend retrofitting it.
Stock V6 pump on the right and my new 255lph on the left.
Easy to see that it will require some modification. Again there is probably a pump that will fit directly, this just happens to be a pump I have left over from another build.
So here goes....
Stock top plate and pump retaining hole height!
After a quick hit with a grinder and file....
The longer pump now sits perfectly in the bucket.
The new pump also has a bit longer sock on it..... it does fit in the bucket without issue.
Of course the wiring connectors couldn't be the same....
in this case it is probably good that I took it apart. Looks as though the stock one may have gotten a bit hot at some point.
Probably why I got it for so cheap []
The new one is much beefier.
A few quick solder joints
and voila....
Started on the body work as well this weekend..... bit more than I had originally thought.... oh well, all in good fun!
I was able to find out that the V6 Tribute uses a mechanical returnless fuel pump assembly that drops right into my tank. No more fuel pump controller required... my Megasquirt will power it without issue. It will be full flow 100% of the time and the fuel circulates inside the fuel tank with an in take pressure regulator when fuel is not required.
So the fuel pump assembly arrived last week and I spent some time this weekend retrofitting it.
Stock V6 pump on the right and my new 255lph on the left.
Easy to see that it will require some modification. Again there is probably a pump that will fit directly, this just happens to be a pump I have left over from another build.
So here goes....
Stock top plate and pump retaining hole height!
After a quick hit with a grinder and file....
The longer pump now sits perfectly in the bucket.
The new pump also has a bit longer sock on it..... it does fit in the bucket without issue.
Of course the wiring connectors couldn't be the same....
in this case it is probably good that I took it apart. Looks as though the stock one may have gotten a bit hot at some point.
Probably why I got it for so cheap [
]The new one is much beefier.
A few quick solder joints
and voila....
Started on the body work as well this weekend..... bit more than I had originally thought.... oh well, all in good fun!
