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  1. #1

    Default 86 3.8 tbi add ons

    at this point I have a summit racing coil Mr gasket air breather sunpro tack Hurst promatic 2. hot plugs cap and button new wires planning to go to a high torque starter pulling the pump off just cause it was dumb to put it on but I was wondering about headers are there any cheap that bolt straight up and will they do more than attract the fuzz and where do I find a pulley for the pump

  2. #2

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    Pulling off what pump? Pulley for what pump?
    Later model tubular headers, you can probably find cheap, and they might "bolt straight up"...
    Mike
    1986 Mustang convertible ---> BUILD THREAD
    Past Fox-chassis "four eyes":
    1983 Mercury Cougar LS
    1986 Ford Thunderbird ELAN
    1980 Capri RS Turbo

    Work in progress website ---> http://carb-rebuilds-plus.boards.net/

  3. #3

  4. #4

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    Ah... wrecking yard's probably your best bet.
    Mike
    1986 Mustang convertible ---> BUILD THREAD
    Past Fox-chassis "four eyes":
    1983 Mercury Cougar LS
    1986 Ford Thunderbird ELAN
    1980 Capri RS Turbo

    Work in progress website ---> http://carb-rebuilds-plus.boards.net/

  5. #5

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    And if anyone can add any thing that may pep this little v6 up that would be grate

  6. #6

  7. #7

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    Will the smog delete pulley off a 5.0 fit

  8. #8

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    Quote Originally Posted by Spik3slash View Post
    And if anyone can add any thing that may pep this little v6 up that would be grate
    Quite welcome.

    These 3.8's are not real powerhouses, but there's a couple freebie performance ensuring/increasing tidbits in my build thread...

    - Post #25 Make fuel pressure regulator adjustable. (~40psi measured with a gauge is what fuel pressure should be)

    - Post #27 Make TPS adjustable. (set as close to 1.00 volt as you can, measured from a small pin piercing the green wire, with the throttle closed, with the key in the run position, not running)

    - Advance the ignition timing as much as possible. If it pings, back it up a wee bit until it doesn't.

    - Higher gearing in the rear axle than what's typically stock, like mine with 2.73:1, would make a big difference.

    Build thread ---> http://vb.foureyedpride.com/showthre...e-build-thread
    Mike
    1986 Mustang convertible ---> BUILD THREAD
    Past Fox-chassis "four eyes":
    1983 Mercury Cougar LS
    1986 Ford Thunderbird ELAN
    1980 Capri RS Turbo

    Work in progress website ---> http://carb-rebuilds-plus.boards.net/

  9. #9

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    Quote Originally Posted by Spik3slash View Post
    Will the smog delete pulley off a 5.0 fit
    I believe the pumps are the same, so probably, but hopefully somebody who knows for sure will chime in....
    Mike
    1986 Mustang convertible ---> BUILD THREAD
    Past Fox-chassis "four eyes":
    1983 Mercury Cougar LS
    1986 Ford Thunderbird ELAN
    1980 Capri RS Turbo

    Work in progress website ---> http://carb-rebuilds-plus.boards.net/

  10. #10
    FEP Super Member xctasy's Avatar
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    Default

    Quote Originally Posted by Walking-Tall View Post
    I believe the pumps are the same, so probably, but hopefully somebody who knows for sure will chime in....
    While on another project, I checked out #E1ZE-G2A ABE to #F6UA NDA. These are 81 to 95 era 31 pound per hour pumps

    The Secondary Air Injection Pump hardware is similar, but the EECIV pumps have TAB/TAD or DPFE electronically controlled.

    You can short belt the serpentine system and leave the TAB, TAD,and the EGR hooked up.

    All the vee OHV engines with sep belt were same as the historic 4.2/5.0 pump, which use a 4.5" pulley like this
    "1979-1993 Ford Mustang 289, 302, 351 Windsor" see http://marchperformance.com/ford-289...mp-pulley.html

    86 was a pivotal year, when Ford changed its time honoured external Thermactor and EGR systems control hadware to incorpate electronic EECIV control. But generally, all OHV sub 8 ton GVW passenger cars ran the same generic 14.06 kg/hr (31 lb/hr ) pump for years and years to 1995. Pretty much anything the same hard dimensions fits. Ford has an internal Fxx code for ones that swap.

    The 2.3 OHV HSC engined Tempo/Tracer were first for 84, but they ran 7.7 kg/hr 17 pound per hour air pumps (Ford Air Pump #E1ZE-D2B for 4 cylinder Escort, EXP, Fairmont, Granada, Mustang, pinto, Mercury, Bobcat, Capri, Cougar, LN-7, Lyn, Zephyr).

    Depending on the secondary AIR system, prior to 86, every 1981 to 1985 Ford used versions of the E1TE-9B289-AA "Smog Pump Thermactor Air Bypass Diverter Valve" with a 31 pound per hour air pump on 232-460 (3.8 to 7.5 liter) passenger or sub 8 ton GVW engines.

    1981 Ford Mustang 3.3 liter Emissions Air Pump # E1ZE-G2A was 31 lb/hr, but a different design.

    " Port in Housing" Cardone 32-291 is the generic type of 1981 to 1987 pump E1TZ-9A486-B Ford Econoline E150 E250 E350 1975-1987, but also fits 5.0 Mustangs till 1992, so it is 31 lb/hr.

    370/429 F-Truck stuff 1980- 19 91 to is 31 pound per hour, but of a different design (Nippon Denso/ Ford Motorcraft OEM Air Injection Pump - Smog Air Pump CX1009 E5HZ-9A486-A.

    NEW OEM Ford Smog Pump E5TZ-9A486-K Ford F-150 Bronco E-150 5.8 V8 1985-1987 CX1111 but is 17.44 kg/hr 38.4 pound per hour

    F53 are generally 85-90 F-Series pumps, but Ford rolled out EFI gradually in stages on the whole in line, bent six/bent egith engines. (Cardone Industries 32-301/32-607/32-623 Remanufactured Air Pump, Post carb era air pump eg 460 EFI)

  11. #11

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    Throw a 302 cfi unit in, but keep your existing fuel injectors.
    2 1986 cougars (both 4 eyed and 5.0)
    1 1987 cougar

  12. #12
    FEP Super Member xctasy's Avatar
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    Default

    The pumps are based on output and hose postion. A bewildering range of Rear or Side hose combinations, just gotta look through to on line 17, 31 and 38 pound interchanges, elininating the 17 and 38's.

    IMHO Smog pump removal is totally the wrong approach because the systems are integrated, and work hand in hand. Any performance drop is due to

    1. compression ratio (runing 8.3:1 verses 9.3:1 can cost you 4 net horspower, 3%
    2. cam timing (retard can loose 10 hp, 8%) ,
    3. base ignition timing (to reduce pollution, they play with reduced advance ramps, costing 22 lb-ft, 12% for mid range torque),
    4. whole intake manifold combination (includes throyyle body CFM, heating cycle temperatures for Thermactor oprtation, basically there is an idlealised temperature verses hp correction, and you can gain cold run hp of up to 24 hp, 20% ),
    5. bare head intake/exhast air flow (stock head flow can be increased, and combination hp goes up on the basic peak air flow for the valve lift)
    6. Combination exhaust flow and back pressure (includes EGR operation for converter light off. Adding bigger diameter headers and total exhaust system with peak packpressure reduced by half will yield 8 hp, or about 6-8% more peak power).

    The

    7. fuel delivery and
    8. active spark tables are devised to meet those six compromises.


    An example on foreign German and British six, eight and twelve cylinder 2.8 to 5.3 liter cars of the era is that they could loose over 50% of the rated horespower crossing the altantic...the 216hp 1975 280E falling to 143 hp was a classic examples...none of that was from the EGR or air pump, it was all compression, cam, base and active spark and fuel delivery restrictions.

    When you go outside those parameters, your better off aggressivly persuing your hp goals. The stock Ford EGR and Thermactor helps fuel economy and warm up, aren't the gate keeper, and have a bizzillon dollars added to getting it to work.

    Despite the "bitchy" I-dont-wanna-know- you nature of the early EECIV's, they don't trigger a traditional MIL check light like other OBDI systems, and they are a lot more fun to work around if you use the existing parts.


    But if you hate the stuff so much, at least keep it in your garage, under the bed, in the truck or a lock up, and understand that it wasn't ever the problem.

  13. #13

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    All I am looking for by removing the smog pump is less weight and to get rid of a slight rattle but if its counter productive I'm good with keeping it in

  14. #14

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    I can probably get the same result out off a different fan and aluminum radiator

  15. #15

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    The only real limit is that this car is the daily for the time being

  16. #16

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    I took the car to a auto cross and pulled off a 60.something this motor is a little under rated and alot of the time looked at like the plague but I think if I can get rid of the dead spot between 10mph and 50mph �� it will become a fun little daily

  17. #17

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    Quote Originally Posted by Haystack View Post
    Throw a 302 cfi unit in, but keep your existing fuel injectors.
    ^ ^ ^ This is an interesting suggestion indeed, that I'd imagine and suggest an upping of the fuel pressure to go along with the added airflow at wide open throttle. I noticed when I had the throttle body off of the '86 CFI 3.8L V6 I have now, that just in general, and from memory, that the two-barrel carburetor on my '83 Cougar (also with 3.8L V6 and C5 transmission) had noticeably larger throttle bores... and I can tell you that that Cougar of mine, with re-curved (quicker, and less total mechanical advance, for some more initial timing) Duraspark ignition advance and it's meager two-barrel carburetor, would run circles around this Mustang I have now. Below this '86's throttle body, the approximate 1/4" black plastic spacer there has some air-restricting steps in it's bores as well...
    Mike
    1986 Mustang convertible ---> BUILD THREAD
    Past Fox-chassis "four eyes":
    1983 Mercury Cougar LS
    1986 Ford Thunderbird ELAN
    1980 Capri RS Turbo

    Work in progress website ---> http://carb-rebuilds-plus.boards.net/

  18. #18

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    Thanks for all the info guy's I think the way ill end up going is lighter and tighter phoenix make's a icm module for about $60 the valve covers need gaskets and a paint to match so that is cause to pull the intake and polish it and check on the 5.0 throttle body I think with a little luck and some adjusting a extra 20hp may not be a pipe dream I don't see me swapping the rear end to a 8.8 but they sell gear kits for the 7.5 and I like sliding so I can see that if funds allow it or a lighter hood or seats a lighter free flowing muffler and a set of headers a 2 row aluminum radiator and lighter clutch fan or electric but that's all I got so far and I have a 75 corolla I need to save from rust but at least I have a list

  19. #19

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    and after I set the timing and get the fuel pressure regulator I'll be able to dial it all in

  20. #20

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    Some 2.3 mustangs had 3.55 or better 7.5 diffs as well as rangers. Don't bother swapping to a 8.8 if you are trying to keep it light. Forget a delete pully on smog junk, only thing it does is keeps you in a stock sized belt.

    I have had emissions tests done both without smog pump and egr and it was worse with everything functioning both times. The smog pump is basically a bellows for the cats to warm them up quicker like blowing on hot coals. If you have a single code related to any emissions equipment, the computer turns it off anyways. As long as the egr valve isn't left it place stuck open, it makes no difference on how the car runs. I've passed smog on several cars when we had a dyno test to simulate loaded driving with over 200k miles and no functioning emissions equipment except for stock cats and passed everytime.

    I'm not saying to go and pull it off, even though I live in a non emissions county, I run all smog junk except for my smog pump which I bypassed when it locked up and ate a belt. Not gonna pay $375 for a part I don't need on a car with no emissions that will probably lock up anyways.

    Not trying to step on anyone's toes, but the computer recalibrates tps position everytime the car is started. 3.5v's over idle is wot throttle, even if it's set at .6v's.

    Instead of replacing the ignition module, I'd just pull the spout and advance the timing as much as possible without getting any detination. Biggest power increase would be a stock motor swap. The 99-04 v-6 almost bolts in with few more and will have 190+ HP, or get really crazy and pick up a used supercoupe.
    2 1986 cougars (both 4 eyed and 5.0)
    1 1987 cougar

  21. #21

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    At this point its not locked up but if the car still runs right with it off and it doesn't drop 5mpg I'll probably pull it off can't see me paying for a new one

  22. #22

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    And I live in a emissions free zone so no problem there

  23. #23

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    My revamped alternator (post #15 in build thread) mounting got rid of the idler and it's steel brackets, and the majority of that stupid large aluminum bracket that houses the the air pump and alternator originally. I say stupid, because that large bracket busted right in half through the bolt holes on my '83 Cougar, necessitating the same revamping in the past. This eliminates having to ever replace that idler pulley, sheds some weight, and allows a short belt. FWIW, there's no smog pump on mine, I've dialed it in as best I can right now, and it gets nearly 24mpg on the highway.
    Mike
    1986 Mustang convertible ---> BUILD THREAD
    Past Fox-chassis "four eyes":
    1983 Mercury Cougar LS
    1986 Ford Thunderbird ELAN
    1980 Capri RS Turbo

    Work in progress website ---> http://carb-rebuilds-plus.boards.net/

  24. #24
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    Default pep to a nice 'square motor"

    Quote Originally Posted by Walking-Tall View Post
    "... - Higher gearing in the rear axle..."[/url]
    really need the AOD then (but no tv/kick down avail for the 2jet CFI)
    /OR/
    4R70W ($500 controller needed as it's 'electronic").

    Like the late model drop in (above) but might as well go SBF if an engine swap (Freestar, F150 or other).

    I am doing research on the 4.2 head - add (SPFI) a nice 20 yr upgrade + performance pop but no 1 will sell me the OBDII, engine harness, complete head (injectors, etc) justa bare head. (damn! that wuz my ol school solution 4 this waggy). Then the puter would 'do' the 4R70W. Man, happiness for this ol guy~
    Wanna play w/this bent6 - "new" technology ta me.
    aahahahaa
    nowa bent4? would B fun too! (my kid daze - wrkin on Italian 4s) that's where this Essex motor came from (put in SAAB Sonnet). What a long run for it, eh? Proved it's use in the F150 (company's "go to" for yrs!). That'n the 300/4.9 musta had 25+ - 30 yrs both...?
    Last edited by chrlsful; 01-16-2022 at 10:41 PM.
    Chad
    Seeking: fox station wagon int/ext trim (esp LTD/Marquis)
    Retire/restore ol Bronk to daughter
    chrlsful@aol.com

  25. #25
    FEP Power Member
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    For the AOD, why can't you use the the 5.0 cfi linkage set up? "(but no tv/kick down avail for the 2jet CFI)"
    Fox Body/3rd Gen MCA Gold Card Judge
    84 SVO 24K miles, 85 Mclaren Capri Vert. 84 GT Turbo Vert.
    88 Mclaren Mustang Vert 20K miles, 89 Mustang LX Sport Vert,
    03 Mach 1 7900 miles, 74 Mustang II, 69 Mustang, 67 Mustang, 07 GT500,
    14 Mustang CS/GT, 15 F150 FTX Tuscany, 16 F250 Crewcab, 67 Tbird 47K miles

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