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Topic: Got a few new toys for the Mark (Read 4041 times) previous topic - next topic

Got a few new toys for the Mark

Reply #15 –
Quote from: 5.0 bird;236006
That's true about the smaller diameter, I forgot about that. A 94-95 Mustang MAF in a 93 Cobra/SC housing would work also wouldn't it? Since they're both 70mm. That's basically what I did when I had my Thunderbird, and it was fine.


It *should* work. I tried it with mine (put the 94 Mustang F2VF MAF sensor in the 70mm housing from my 95 T-bird). It ran a bit funky. When I went back to the 94-95 Mustang housing with the F2VF sensor it was fine :dunno: . The only reason I can come up with is that the T-bird 70mm housing has a slightly longer sampling tub inlet which could affect flow somewhat.
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

Got a few new toys for the Mark

Reply #16 –
Here's the solution I used to eliminate the China Cobra intake oil consumption. :hick:

The air/oil seperator catches the oil that gets sucked up through the PCV in the clear container, and it sits there until it's full when you empty it. Meanwhile the filtered air without oil in it continues out the other side and is sucked into the upper intake. It does work. The car has stopped burning oil altogether that I can see, and there's oil in the bottom of the clear container. :D

I don't think I have 30.00 in the whole setup. The air/oil seperator was 11.95.

I also want to comment that Ford are douchebags for continuing to make a part that so obviously has this problem, and they are aware of it without making any attempt to fix it.






Matt
1984 Thunderbird - 89 302 HO, GT40 heads w/ Trick Flow springs, E303 cam, Edelbrock Performer 289 intake and 600 cfm 4bbl, Mustang headers, Jegs o/r H pipe, Dynomax lers, Mustang AOD and shifter, Mustang 8.8 w/ 3.73s, 3G alternator, Mustang front and rear sway bars, KYB SN-95 front struts and shocks, and 11" front brakes.

1988 Mustang GT - GT40 heads, Explorer intake, 70mm throttle body, 70mm MAF, Crane 1.7 rrs, E303 cam, Kirban Kwik shifter w/ Pro 5.0 deluxe handle, aluminum clutch quadrant and firewall adjuster, o/r h pipe, Dynomax lers, 3G alternator, aluminum radiator, and 3.27 gears.
 
1986 Cougar 5.0, 1989 Mark VII LSC 5 speed, 1980 Mercury Zephyr 4 door (sold)

Got a few new toys for the Mark

Reply #17 –
I may just try that.Nice work,and good thinking.
'88 Sport--T-5,MGW shifter,Trick Flow R intake,Ed Curtis cam,Trick Flow heads,Scorpion rockers,75mm Accufab t-body,3G,mini starter,Taurus fan,BBK long tube headers,O/R H-Pipe, Flowamaster Super 44's, deep and deeper Cobra R wheels, Mass Air and 24's,8.8 with 3.73's,140 mph speedo,Mach 1 chin spoiler,SN-95 springs,CHE control arms,aluminum drive shaft and a lot more..

Got a few new toys for the Mark

Reply #18 –
I've done some more looking into upgrading the MAF to a 70mm, and here's some more theory about what I've found. :wtf:

What I discovered is that a 93 Cobra MAF isn't a good idea unless you tune for it. Like 88Bluebird said: It runs about the same at lower CFM, but the transfer gradually skews and at high CFMs it's 13% leaner.

http://www.veryuseful.com/mustang/tech/engine/93cobra-maf-vs-stock-gt-maf.html

From what I read, the stock EEC programming can only deal with +-8%.

The good news I found out is that thunderjet302 is right on about the F2VF-12B579-AA, A1A, A2A sensors being fine. What I read is that it's within +- 2% all the way through the CFMs. And you get the 70mm, which is what the upgrade is all about.

http://forums.corral.net/forums/showpost.php?p=7653035&postcount=9

Also, I found out that you can put a F2VF-12B579 sensor in a 93 Cobra/91-95 Thunderbird SC housing and it is acceptable. GT-Rich on stangnet measured the dimensions between the 93 Cobra housing and the F2VF housing, and they're identical.

With this you can avoid cutting off the  or buying a  adapter. You just tighten the hose clamps and take off. :hick:

Quote
Inlet ID = 3.25 in. for both units
Outlet ID = 2.95 in. for both units

Sampling Tube ID = .395 in. for both units
Sampling Tube OD = .640 in. for both units


http://forums.stangnet.com/635336-94-95-maf-no--required-pics.html

I am in possession of both of these sensors, and will verify his measurements. If they are the same then there's no reason at all that this would function any differently than the F2VF housing. :D
Matt
1984 Thunderbird - 89 302 HO, GT40 heads w/ Trick Flow springs, E303 cam, Edelbrock Performer 289 intake and 600 cfm 4bbl, Mustang headers, Jegs o/r H pipe, Dynomax lers, Mustang AOD and shifter, Mustang 8.8 w/ 3.73s, 3G alternator, Mustang front and rear sway bars, KYB SN-95 front struts and shocks, and 11" front brakes.

1988 Mustang GT - GT40 heads, Explorer intake, 70mm throttle body, 70mm MAF, Crane 1.7 rrs, E303 cam, Kirban Kwik shifter w/ Pro 5.0 deluxe handle, aluminum clutch quadrant and firewall adjuster, o/r h pipe, Dynomax lers, 3G alternator, aluminum radiator, and 3.27 gears.
 
1986 Cougar 5.0, 1989 Mark VII LSC 5 speed, 1980 Mercury Zephyr 4 door (sold)

Got a few new toys for the Mark

Reply #19 –
thats what you do on the newer cobras to stop the oil from being sucking in
good idea
RIP 1988 and 1990 Lincoln Mark VII LSC
I welcomed the dark side and currently am driving a 2000 Dodge Durango SLT plus, with a 5.9, Code named project "Night Runner"
Shes black on black, fully loaded, with headers, 180 tstat, e fan, straight exhaust into a cherry bomb vortex ler, full tune up, ported intake and T/B, MSD coil, and round aircleaner.
Mods to come: Fully rebuilt and heavily modded 46RE, and a richmond rachet locker.
my $300 beater ;)
R.I.P Kayleigh Raposa 12/18/90 - 2/24/07

Got a few new toys for the Mark

Reply #20 –
where did you get the oil seperator from?
84 el camino ss-daily driver(efi mild sbc,2004r, posi 3:42 rear.)
84 mercury cougar v6- was a v6/ nitrous drag car, going back to mostly stock
81 chevy malibu-protouring/  drag car.( efi sbc supercharged 283 that will rev to the moon, 2004r, 4:11 posi rear)

Got a few new toys for the Mark

Reply #21 –
Quote from: 5.0 bird;238660
I've done some more looking into upgrading the MAF to a 70mm, and here's some more theory about what I've found. :wtf:

What I discovered is that a 93 Cobra MAF isn't a good idea unless you tune for it. Like 88Bluebird said: It runs about the same at lower CFM, but the transfer gradually skews and at high CFMs it's 13% leaner.

http://www.veryuseful.com/mustang/tech/engine/93cobra-maf-vs-stock-gt-maf.html

From what I read, the stock EEC programming can only deal with +-8%.

The good news I found out is that thunderjet302 is right on about the F2VF-12B579-AA, A1A, A2A sensors being fine. What I read is that it's within +- 2% all the way through the CFMs. And you get the 70mm, which is what the upgrade is all about.

http://forums.corral.net/forums/showpost.php?p=7653035&postcount=9

Also, I found out that you can put a F2VF-12B579 sensor in a 93 Cobra/91-95 Thunderbird SC housing and it is acceptable. GT-Rich on stangnet measured the dimensions between the 93 Cobra housing and the F2VF housing, and they're identical.

With this you can avoid cutting off the  or buying a  adapter. You just tighten the hose clamps and take off. :hick:



http://forums.stangnet.com/635336-94-95-maf-no--required-pics.html

I am in possession of both of these sensors, and will verify his measurements. If they are the same then there's no reason at all that this would function any differently than the F2VF housing. :D



You might be able to use the 70mm housing from a 94-95 T-bird/Cougar with a F2VF as well. I think it is the same as the SC and Cobra housing. I had a funky idle with the one from my 95 and the F2VF but it could be because I didn't reset the computer before swapping the 70mm MAF inplace of the 55mm one. When I reset the computer and stuck the modified Crown Vic sensor in it ran fine and continues to run fine. I'd go get another (94-95) housing to try but I'm swapping to 24 lb injectors and a C&L MAF over the winter so I'll just stick with my ground down sensor housing ;)
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

Got a few new toys for the Mark

Reply #22 –
Quote from: 1WLD BRD;235896
I hope you made a proper baffle for under that intake before you bolted it on....

looks good though...  and yes they do add quite a bit of power....


Quote from: 5.0 bird;236886
Here's the solution I used to eliminate the China Cobra intake oil consumption. :hick:

The air/oil seperator catches the oil that gets sucked up through the PCV in the clear container, and it sits there until it's full when you empty it. Meanwhile the filtered air without oil in it continues out the other side and is sucked into the upper intake. It does work. The car has stopped burning oil altogether that I can see, and there's oil in the bottom of the clear container. :D

I don't think I have 30.00 in the whole setup. The air/oil seperator was 11.95.

I also want to comment that Ford are douchebags for continuing to make a part that so obviously has this problem, and they are aware of it without making any attempt to fix it.









This is why I used the Explorer GT40 intake. It's cheaper and has that nice big correct baffle installed from the factory ;)
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

Got a few new toys for the Mark

Reply #23 –
They both have their problems lol. :D

Here's an update after trying to figure out why my catch can was losing oil. :hick:

The oil/air separator works, but it has a problem. The oil drains out the bottom of the reservoir unless you can find a way to seal it. It's a vacuum leak also. What I found out is that there's two different styles of the same Kobalt part number 220124. One has a push pull drain and the other has a manual twist drain (It's not a screw valve like I was hoping :mad:).

That doesn't matter because neither will work without having to modify it somehow, because they both depend on constant air pressure to keep the valve shut. :giggle: I used pieces of vacuum caps to force the valves shut all the time. Either one can be made to work, but I think the manual twist valve version is easier to modify.

There is a possibility that it could be done with a nut and bolt with washers and o-rings at both ends, but I don't know if the bottom of the reservoir is flat enough for it.

Manual Twist Drain Version



Manual Twist Drain version: I just took a small piece of vacuum hose and sandwiched it between the top of the valve and the cap nut with a small hole in it that goes on top of the valve. I put a vacuum cap over the drain nipple as a precautionary measure. EDIT: It just hit me that a cap nut of the right size and thread with some thread sealer would work.

Push-Pull Version


The push-pull version can be made to work by using a tiny piece of vacuum hose as a spacer between the reservoir and the c-clip to pull down on the nipple all the time.
Matt
1984 Thunderbird - 89 302 HO, GT40 heads w/ Trick Flow springs, E303 cam, Edelbrock Performer 289 intake and 600 cfm 4bbl, Mustang headers, Jegs o/r H pipe, Dynomax lers, Mustang AOD and shifter, Mustang 8.8 w/ 3.73s, 3G alternator, Mustang front and rear sway bars, KYB SN-95 front struts and shocks, and 11" front brakes.

1988 Mustang GT - GT40 heads, Explorer intake, 70mm throttle body, 70mm MAF, Crane 1.7 rrs, E303 cam, Kirban Kwik shifter w/ Pro 5.0 deluxe handle, aluminum clutch quadrant and firewall adjuster, o/r h pipe, Dynomax lers, 3G alternator, aluminum radiator, and 3.27 gears.
 
1986 Cougar 5.0, 1989 Mark VII LSC 5 speed, 1980 Mercury Zephyr 4 door (sold)

Got a few new toys for the Mark

Reply #24 –
Quote from: blackcougar71;238718
where did you get the oil seperator from?


It came from Lowe's :hick:
Matt
1984 Thunderbird - 89 302 HO, GT40 heads w/ Trick Flow springs, E303 cam, Edelbrock Performer 289 intake and 600 cfm 4bbl, Mustang headers, Jegs o/r H pipe, Dynomax lers, Mustang AOD and shifter, Mustang 8.8 w/ 3.73s, 3G alternator, Mustang front and rear sway bars, KYB SN-95 front struts and shocks, and 11" front brakes.

1988 Mustang GT - GT40 heads, Explorer intake, 70mm throttle body, 70mm MAF, Crane 1.7 rrs, E303 cam, Kirban Kwik shifter w/ Pro 5.0 deluxe handle, aluminum clutch quadrant and firewall adjuster, o/r h pipe, Dynomax lers, 3G alternator, aluminum radiator, and 3.27 gears.
 
1986 Cougar 5.0, 1989 Mark VII LSC 5 speed, 1980 Mercury Zephyr 4 door (sold)
 

Got a few new toys for the Mark

Reply #25 –
I also want to update about the MAF sensors. I don't have a dial caliper so I couldn't get precise measurements, but here they are side by side.

The one of the left is the F1SE Cobra/SC housing, and the one of the right is the F2VF Crown Victoria housing.




















Matt
1984 Thunderbird - 89 302 HO, GT40 heads w/ Trick Flow springs, E303 cam, Edelbrock Performer 289 intake and 600 cfm 4bbl, Mustang headers, Jegs o/r H pipe, Dynomax lers, Mustang AOD and shifter, Mustang 8.8 w/ 3.73s, 3G alternator, Mustang front and rear sway bars, KYB SN-95 front struts and shocks, and 11" front brakes.

1988 Mustang GT - GT40 heads, Explorer intake, 70mm throttle body, 70mm MAF, Crane 1.7 rrs, E303 cam, Kirban Kwik shifter w/ Pro 5.0 deluxe handle, aluminum clutch quadrant and firewall adjuster, o/r h pipe, Dynomax lers, 3G alternator, aluminum radiator, and 3.27 gears.
 
1986 Cougar 5.0, 1989 Mark VII LSC 5 speed, 1980 Mercury Zephyr 4 door (sold)