Oh like literally put the Lincoln iac on the new tb?
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comp xe 258 which tfs heads?
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yeah.
Only two things are infinite, the universe and human stupidity, and I'm not sure about the former. -- Albert Einstein
rides: 93 Crown Vic LX (The Red Velvet Cake), 2000 Crown Vic base model (Sandy), 2003 Expedition (the vacation beast)
Originally posted by gadget73... and it should all work like magic and unicorns and stuff.Originally posted by dmccaigOverhead, some poor bastards are flying in airplanes.
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yes. same part as the new, just different plugs really.86 Lincoln Town Car (Galactica).
5.0 HO, CompCams XE258,Scorpion 1.72 roller rockers, 3.55 K code rear, tow package, BHPerformance ported E7 heads, Tmoss Explorer intake, 65mm throttle body, Hedman 1 5/8" headers, 2.5" dual exhaust, ASP underdrive pulley
91 Lincoln Mark VII LSC grandpa spec white and cranberry
1984 Lincoln Continental TurboDiesel - rolls coal
Originally posted by phayzer5
I drive a Lincoln. I can't be bothered to shift like the peasants and rabble rousers
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if manifold vacuum is low, it runs rich. Make sure the vac supply to the MAP is good. I did an intake swap once and found the port had crap in it so the MAP had no vacuum. I had another, unrelated issue where the EGR passage was finally not clogged, and the EGR valve was opening too much because of a bad regulator. Never knew it was messed up until I actually had EGR flow through the intake. It bogged badly off-idle and generally ran poorly unless the egr vac line was unhooked.86 Lincoln Town Car (Galactica).
5.0 HO, CompCams XE258,Scorpion 1.72 roller rockers, 3.55 K code rear, tow package, BHPerformance ported E7 heads, Tmoss Explorer intake, 65mm throttle body, Hedman 1 5/8" headers, 2.5" dual exhaust, ASP underdrive pulley
91 Lincoln Mark VII LSC grandpa spec white and cranberry
1984 Lincoln Continental TurboDiesel - rolls coal
Originally posted by phayzer5
I drive a Lincoln. I can't be bothered to shift like the peasants and rabble rousers
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Possibly. Since it's breathing better, you may need to check the base idle. You might need to turn the throttle stop screw in a bit to get the base idle up enough for the idle air control valve to do any good.
With the SPOUT jumper removed, timing in the 10-14 degree area, idle should be around 550-650 (I usually try to peg it at about 600). Then it should be good enough at idle even if the IAC craps itself. Get closer to 650 if you want a little more stability if it's hunting a lot.
Only two things are infinite, the universe and human stupidity, and I'm not sure about the former. -- Albert Einstein
rides: 93 Crown Vic LX (The Red Velvet Cake), 2000 Crown Vic base model (Sandy), 2003 Expedition (the vacation beast)
Originally posted by gadget73... and it should all work like magic and unicorns and stuff.Originally posted by dmccaigOverhead, some poor bastards are flying in airplanes.
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Any updates on this? Ever get a tune or dyno it?-Phil
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+1982 Ford LTD-S Police Car. Built 351w, Trickflow 11R 190 Heads, Holley Sniper EFI, RPM Intake+ Hyperspark dizzy, WR-AOD, Full exhaust headers to tails. 3.27 Trac-Lok Rear. Aluminum Police Driveshaft. Speedway Springs+Bilstein Shocks, Intermediate Brakes, HPP Steering Box.
+2003 Acura CL Type S 6-speed
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Originally posted by Brown_Muscle View PostAny updates on this? Ever get a tune or dyno it?
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The car seems to ruin batteries. Have to buy a new one almost everytime i work on it. It has a msd ignition box. No guages yet. It has ported upper and ported lower intakes. Explorer t.b. the mechanic put on 19 instead of 24 lb injectors. Told him 24. It has an eaton pumpkin-3.55. Mas air conversion tho i dont think he changed the firing order. Xplorer tb. Headers. Duals. Smog delete. It will start if i give it some gas and light throttle for about a minuate. Then it will idle on its own and slowly gain temp. When the temp guage gets in the middle the idle becomes spuratic. If driven down the street it overheats and dies at stoplights. When it dies at stoplights the battery is completely dead.
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A case of mismatched injectors, MAF, and computer could cause serious drivability issues like the ones you've stated in your thread build.
Your injectors are providing X information to the computer, your MAF is saying something else, and your computer can't read what they're saying.
You want to make sure all of your parts are calibrated to the same injector size. 19lb injectors will require a MAF that measures 19lb injector pulses and a computer that will read what those two 19lb components are telling it.
You currently have 19lb injectors?
What MAF are you using, and what injector size is it calibrated for?
Are you using the stock Lincoln computer that is calibrated for the stock 14lb injectors?1985 2-Door: CFI, K&N Filter, Edelbrock Performer 289 Intake, E7 Heads, BBK Shorty Headers, Summit H-pipe, Hooker Max Flow Mufflers, E-Fan, 3G Alternator, ASP Underdrive Crank Pulley, Bilstein Rear Shocks, Rear Lowering Springs, KYB Front Shocks, Front Lowering Springs, FTI 2400 Stall Converter, PA Performance Valve Body, Ford Racing 4.10 Gear, Eaton LSD Differential - I own the fastest CFI powered box to the 1/8th mile: 9.658@70.74mph
1991 4-Door (Dad's Car): Pro-M EFI, 306ci, Forged Pistons, Ford Racing Aluminum Heads, COMP XE264HR cam, Cobra 1.7 Rockers, Edelbrock Performer RPM 2 Intake, 30lb. Injectors, Custom 65mm TB/EGR Spacer, Pro-M 75mm MAF, BBK Ceramic Shorties, Custom Summit H-pipe, Walker Mufflers, Jegs Built AOD, Roadrunner 3000 Stall Converter, Ford Racing 4.10 Gear - Best 1/8th mile time: 9.76@72.03
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