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Topic: 5.0 CFI to SEFI Upgrade (Read 25963 times) previous topic - next topic

5.0 CFI to SEFI Upgrade

Reply #105 –
Quote from: softtouch;445927
So surgery on the 85 is not an option?

well...there's going to be surgery.... but not for this part of the project..
I'll keep everyone up to date as I do the SEFI conversion, and also with the rest of the car... I want to paint it before winter hopefully
[SIGPIC][/SIGPIC]
***** Project "EVOLUTION" 1987 Cougar LS  & 1985 Cougar Convertible *****
[/COLOR]
5.0 HO 306 roller block, machined GT-40P heads, Wiseco dished forged pistons, Eagle forged floating I-beam connecting rods, Lunati pushrods, ARP bolts, Scorpion aluminum 1.6 rockers, Comp Cams Magnum 266HR, Explorer intake, 65mm TB, MAF Conversion, 19# injectors, Ford Racing stainless P-headers, 2-1/2" cat-less exhaust w/ Flowtech Afterburner lers , SC AOD with 2800 BDR torque converter, 3.73 T-Lok rear, CHE rear control arms, full 2-1/2" frame w/1" jacking rails & seat supports, Rear disk brakes, Turbine wheels, All original interior w/ floor shift upgrade .......
Pretty much every panel on my 87 is new, rebuilt, or re constructed. :D
Join us on Facebook
http://www.facebook.com/home.php?sk=group_137541156293768&ap=1

5.0 CFI to SEFI Upgrade

Reply #106 –
I mean will cutting some off the 85's vane not work or did you just decide not to do it?

5.0 CFI to SEFI Upgrade

Reply #107 –
cutting it should work fine, but I got one on the way with the rest of my upgrade parts
[SIGPIC][/SIGPIC]
***** Project "EVOLUTION" 1987 Cougar LS  & 1985 Cougar Convertible *****
[/COLOR]
5.0 HO 306 roller block, machined GT-40P heads, Wiseco dished forged pistons, Eagle forged floating I-beam connecting rods, Lunati pushrods, ARP bolts, Scorpion aluminum 1.6 rockers, Comp Cams Magnum 266HR, Explorer intake, 65mm TB, MAF Conversion, 19# injectors, Ford Racing stainless P-headers, 2-1/2" cat-less exhaust w/ Flowtech Afterburner lers , SC AOD with 2800 BDR torque converter, 3.73 T-Lok rear, CHE rear control arms, full 2-1/2" frame w/1" jacking rails & seat supports, Rear disk brakes, Turbine wheels, All original interior w/ floor shift upgrade .......
Pretty much every panel on my 87 is new, rebuilt, or re constructed. :D
Join us on Facebook
http://www.facebook.com/home.php?sk=group_137541156293768&ap=1

5.0 CFI to SEFI Upgrade

Reply #108 –
Thanks. I just want to salt that away for future reference in case it comes up again.

5.0 CFI to SEFI Upgrade

Reply #109 –
Cool. You should be good to go.

I checked the PIP on O'Reilly's website and the Motorcraft one interchanges from 84 up to 93. You won't need to change out the PIP which is good. You have to disassemble the distributor to do so.
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

5.0 CFI to SEFI Upgrade

Reply #110 –
yes take 3mm off the correct one.... not sure how it knows which is the 1st and 8th one though especially between standard and HO
[SIGPIC][/SIGPIC]
***** Project "EVOLUTION" 1987 Cougar LS  & 1985 Cougar Convertible *****
[/COLOR]
5.0 HO 306 roller block, machined GT-40P heads, Wiseco dished forged pistons, Eagle forged floating I-beam connecting rods, Lunati pushrods, ARP bolts, Scorpion aluminum 1.6 rockers, Comp Cams Magnum 266HR, Explorer intake, 65mm TB, MAF Conversion, 19# injectors, Ford Racing stainless P-headers, 2-1/2" cat-less exhaust w/ Flowtech Afterburner lers , SC AOD with 2800 BDR torque converter, 3.73 T-Lok rear, CHE rear control arms, full 2-1/2" frame w/1" jacking rails & seat supports, Rear disk brakes, Turbine wheels, All original interior w/ floor shift upgrade .......
Pretty much every panel on my 87 is new, rebuilt, or re constructed. :D
Join us on Facebook
http://www.facebook.com/home.php?sk=group_137541156293768&ap=1

5.0 CFI to SEFI Upgrade

Reply #111 –
Quote from: thunderjet302;445939
Cool. You should be good to go.

I checked the PIP on O'Reilly's website and the Motorcraft one interchanges from 84 up to 93. You won't need to change out the PIP which is good. You have to disassemble the distributor to do so.
well, thats a plus
[SIGPIC][/SIGPIC]
***** Project "EVOLUTION" 1987 Cougar LS  & 1985 Cougar Convertible *****
[/COLOR]
5.0 HO 306 roller block, machined GT-40P heads, Wiseco dished forged pistons, Eagle forged floating I-beam connecting rods, Lunati pushrods, ARP bolts, Scorpion aluminum 1.6 rockers, Comp Cams Magnum 266HR, Explorer intake, 65mm TB, MAF Conversion, 19# injectors, Ford Racing stainless P-headers, 2-1/2" cat-less exhaust w/ Flowtech Afterburner lers , SC AOD with 2800 BDR torque converter, 3.73 T-Lok rear, CHE rear control arms, full 2-1/2" frame w/1" jacking rails & seat supports, Rear disk brakes, Turbine wheels, All original interior w/ floor shift upgrade .......
Pretty much every panel on my 87 is new, rebuilt, or re constructed. :D
Join us on Facebook
http://www.facebook.com/home.php?sk=group_137541156293768&ap=1

5.0 CFI to SEFI Upgrade

Reply #112 –
Quote from: daminc;445940
yes take 3mm off the correct one.... not sure how it knows which is the 1st and 8th one though especially between standard and HO
8 precedes 1 in both cases. SD 15426378  HO 13726548
Also the same pairs of cylinders come to top dead center at the same time. That's because they have the same crankshaft.
SD 1&6 5&3 4&7 2&8-----    HO 1&6 3&5 7&4 2&8
 So when #1 is top dead center for ignition #6 is top dead center for injector pulse.

5.0 CFI to SEFI Upgrade

Reply #113 –
Good info. Wonder why the change in firing orders? Less vibration, (for SO/5.0 trucks), or more power f(or HO applications)?
'98 Explorer 5.0
'20 Malibu (I know, Chevy, but, 35MPG. Let's go brandon, eh)

5.0 CFI to SEFI Upgrade

Reply #114 –
Quote from: ThunderbirdSport302;445957
Good info. Wonder why the change in firing orders? Less vibration, (for SO/5.0 trucks), or more power f(or HO applications)?


When the 351 came out in '69 Ford said the different firing order was to revise bearing loads... For power I doubt there's a difference but with a performance exhaust system the 351/HO pattern defiantly has a deeper note to the exhaust... It wasn't obvious in '69 as the Windsor exhaust systems were fairly restrictive but when the free breathing'70 Cleveland debuted, didn't sound like any Ford engine prior...

5.0 CFI to SEFI Upgrade

Reply #115 –
Quote from: TurboCoupe50;445972
When the 351 came out in '69 Ford said the different firing order was to revise bearing loads... For power I doubt there's a difference but with a performance exhaust system the 351/HO pattern defiantly has a deeper note to the exhaust... It wasn't obvious in '69 as the Windsor exhaust systems were fairly restrictive but when the free breathing'70 Cleveland debuted, didn't sound like any Ford engine prior...

I think it was something about front a rear main bearing loads. The rear main bearing on a Windsor (302/351) is thicker than the front main bearing. The 351/HO firing order fires two cylinders sequentially on the larger rear main bearing, the 302/SO firing order fires two cylinders sequentially on the front main bearing. Apparently the 351/HO firing order is better for engine life.
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

5.0 CFI to SEFI Upgrade

Reply #116 –
Makes pretty good sense. There's a local guy that runs a 5.0 truck in the local mud hole circuit...has a stockish 5.0, and headers and some sort of exhaust, or no exhaust, maybe. Definitely sounds unlike an HO. The bearing load thing, that's new to me, but a good thing.
'98 Explorer 5.0
'20 Malibu (I know, Chevy, but, 35MPG. Let's go brandon, eh)

5.0 CFI to SEFI Upgrade

Reply #117 –
Crossfire between the 7 & 8 plug wires with the SD/Carb sequence  used to be a problem. The stock routing crossed the 8 wire over to the opposite side of the bundle so it wouldn't run parallel and close to #7 wire.
7 firing just before 8 messed up the 8 plugs ignition at certain RPMs. Can't remember the details anymore. Haven't heard it talked about in recent years, maybe better quality wires have reduced the problem.

5.0 CFI to SEFI Upgrade

Reply #118 –
Quote from: softtouch;445983
Crossfire between the 7 & 8 plug wires with the SD/Carb sequence  used to be a problem. The stock routing crossed the 8 wire over to the opposite side of the bundle so it wouldn't run parallel and close to #7 wire.
7 firing just before 8 messed up the 8 plugs ignition at certain RPMs. Can't remember the details anymore. Haven't heard it talked about in recent years, maybe better quality wires have reduced the problem.

You know now that you mention it I have a very old receipt (from sometime in 1990) about the number 8 plug fouling on my Thunderbird. Turns out the ignition wires were going and number 8 was crossfiring. New wires solved the problem (and it was fixed under warranty). Yes I have receipts for work done on my Thunderbird that go back to almost when it was new.
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

5.0 CFI to SEFI Upgrade

Reply #119 –
Quote from: softtouch;445983
Crossfire between the 7 & 8 plug wires with the SD/Carb sequence  used to be a problem. The stock routing crossed the 8 wire over to the opposite side of the bundle so it wouldn't run parallel and close to #7 wire.
7 firing just before 8 messed up the 8 plugs ignition at certain RPMs. Can't remember the details anymore. Haven't heard it talked about in recent years, maybe better quality wires have reduced the problem.

Yeah the HO order fixed it alright, now are four wires Ford has routed away from each other...