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  1. #26
    FEP Super Member xctasy's Avatar
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    You got it. Downstream AIR is the simple large pipe to the main catalyst. Upstream AIR is internal on 4.2's, 5.0 and 5.8's in the Windsor family as of 1978, its external on Cleveland based 351M's, 400's and all that early 3.3 liter stuff. The internal casting ports were done in 1978, and thats when the big 5.8 got downgraded to the smaller 5.0 head casting, with its smaller valves. Ford didn't integrate it on the bigger tall deck canted valve 351's and 400's.

    It commonly self blocks off in the lifetime of any normal operation due to gunking up, but its just able to be stopped at the back of the head.

    Secondary Upstream AIR was just added with extra external upper manifold piping on the other engines, vey much like the three year only California spec Boss 302 and 351 Boss Upstream Thermactor for the 1969/70 and 1971 Canted valve engines. It can be added like that.

    Down stream and upstream air came about when the 3 bed catalytic converter came into being with the stricter 1980 California emissions

    See http://vb.foureyedpride.com/showthre...r-upstream-air
    http://vb.foureyedpride.com/showthre...102#post929102

    Quote Originally Posted by grtskydog View Post
    Jeff- Best description of the emissions stuff you'll get on a message board.
    ...
    The torque is due to high stall 2350 rpm, 2.53 stall ratio converter, high air speed 2-bbl intake, and the mean best torque from the fat spark the TFi thin film o' dielectric grease solid state igntion. Later port EFi Mustang 5.0's have a torque reduction algoritm, which cuts advance on upshift, and you notice the low emd torque drop compared to any AOD M code right off.

    The CFi is a kind of Motorcraft 2150 2-bbl casting with 1.33 venturi internals and its able to take bigger butterflies right up to Holley 500 4412 or Motorcraft 4100 sizes. The difference between it and the bigger, fatter 5.0 HO CFi thottle bodies is the lack of ISC. I guess the normal 160 thou or 4 mm wall thickness rules apply...past that, you can break into the other walls, and need to add JB Weld. But you can die grind them or fly cut or 3M paper and mandrel bore them out 160 thou over size everywhere if you've got a 5.0 HO to compare it to. Any CFi 2-bbl Motorcraft unit is a good pickup.


    Printed circuit boards hold operational amplifiers that are primarily voltage amplifiers. The capacitors take a huge load, and I've worked with Califonia made ECM that still have the 1987 capacitors in them. Ford and GM made more computers per year than IBM or Microsoft, so you can bet repair is easy and the systems are very reliable. The chips were built fast, and with clout with primary engineering by Motorolla and Intel. Once that was done, Ford used whatever suppliers who could fill the demand and specification and security requirements.

    No real realiabity issues. From 1984 to 1998, accessing the EECIV chip was a problem due to low voltage levels...it was easy to kill a chip if you tried to acess that part. Most people have figured the system doesn't like voltage spikes, but its pretty hard to kill the capacitors.

    People also complian that the Keep Alive memory was bad on the eary EECIV's...is see no evidence of this for the CFi computer.

    Ford protected its investment with elaborate batch and unpack stratergies to keep the machine codes stored all over the mirco chip, and the catch codes are able to be mined only with a binary Code editor like Californias Digital Automotive Systems used back in the 80's. Other, later systems like TWEECER only access the Real Time data stream and tune, in a modern setting, they are like defacto can bus systems, but its only avaliable with tuning capabilities for EEC-IV supported box code processors.

    The basics are all there. People give up on the EECIV because its no where near as developed as the aftermarket support offered by DIY Autotune, and an aftermarket system. America wants new business, and not reheated old Ford stuff they can't or more to the point, won't take the time to understand.

    Any computer language and system learning is like a discipline. A person who hates sheet music deciding to go his own way, and make ones own code. Somewhere down the line, you have to teach someone. Ford doesn't. It did what it did, and then parked it up. Reflashing EECV and OBDII is pretty easy now.

    The CFi has no safe mode, no torque reduction algorthim, and it needs to be unpacked before you can do anything with it. I'd bet an already mapped Speed Density SEFi 1986-1988 5.0 computer could be reconfigured to run a CFi, but you'd have to add the 3.8 V6 CFi ISC circuit.

  2. #27

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    x, for clarity, if the CFI ECC doesn't "see" secondary air piped to the exhaust ports, e.g. during warm up (tripping EGO's lean) then it will get confused/set an error code?

    Was hoping to eliminate the secondary air going to the exhaust ports, along with any light off catalyst. But if its needed by the 3 way main catalyst then it should be provided for.

    Thanks
    1985 LTD LX original owner

  3. #28
    FEP Super Member xctasy's Avatar
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    I wouldn't be concerned. It's never good to have a ECU cylcing over fault codes, because it works the same IC switches over and needlessly. But even without faults, it still runs a legion of frequent tests, so there is no "At Ease, Soldier" situation in an EECIV.

    The DTC code tests are analogue (voltage rise and fall based, not an "is this a zer0 or is this a 1"), so it checks a programmed digital script against historical analogue "voltage change" values.

    For the early pre 1987 EECIV's, Ford copied over the 12 code EECIII 5.0 v8 code structure, but there are revised codes 11-99, then higher level three didgit codes, 355 in total from 11 to 998, not inclusive. Others have just 50 from 1 to 98, which is for SEFi and 2.3 EFi. Depends on box code. You can't do the cylinder balance tests and some of the other goodies on the early CFi EECIV like you can with the bank fire or other Sequential port EFi engines

    http://www.troublecodes.net/ford/eec-iv/

    Ford EECIII Engine control diagnosis Valid 12 codes, 11, 12, 21, 22, 23, 24, 31, 32, 41, 42, 43 or 44

    11 VIP Test "Pass Status"
    12 Engine RPM Out-of-Spec
    21 Engine coolnat temperature sensor shorted, open or out of range
    22 Manifold absolute pressure sensor shorted or open
    23 Throttle Position Sensor shorted, open or out of range
    24 Air charge temperature sensor shorted, open or out of range
    31 EGR valve inoperative
    32 EGR valve position sensor shorted, open or out of range
    41 Fuel control system always lean
    42 Fuel control system always rich
    43 Engine coolant temperature-VTC3; cold VIP test
    44 Secondary Air system inoperative

    As you'll know, the tests are performed as

    C—Continuous memory code.
    O—Key On, engine Off self test code.
    R—Engine running self test code.

    All the Code 44 tests are Engine running self test code. It might trip an MIL code, but it won't be fatal

    When the values exceed the strictures, a code is generated, but the complied report is periodic. During the catalytic converter light off, the engine is in open loop, so it doesn't do the Thermocator balance check until its done a full cold and then warmed up cycle.


    I wouldn't worry about the upstream AIR, it won't be sensitive enough to cause a problem. Durablity wise, it might hurt the long bed converter long term, but thats it. The CFi didn't need the AIR to protect the converters used.

    As more code and memory got added, EECIV needs a little group therapy help to figure out how to manage DTC codes. Early ones, not really an issue. EECTuning.org is the place to get the info. Down in this neck of the woods, Ford used the EECIV in Throttle Body CFi versions, and it eliminated the Thermactor, so it possible to pull stuff out in an upwards compatiable chip, and have to reconfigured as a CFi with some features culled out if you want to.

  4. #29
    FEP Super Member xctasy's Avatar
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    Back to stock2-bbl manifold characterisation, why is the stock CFi intake so similar to the 2-bbl HO 5.0 one?

    Never's 1984 Fox 5.0 LTD LX


    Here is fgross2006's.

    Quote Originally Posted by fgross2006 View Post
    Two years ago I took mine off to change the gaskets and I polished them with steel wool and braso polish. They looked OK but lost their luster quick.

    This past summer when I was in process of swapping my engine I took off the valve covers and intake manifold and took them to the local machine shop and had them blasted. they came out like new. Then I sprayed them with hi temp clear coat and oven baked to cure.

    Seven months later they still look as they did when freshly cleaned.

    I also hand polished the timing cover and water pump and hit them up with hi temp alum paint.
    Quote Originally Posted by fgross2006 View Post
    This is what mine looked like right after clear coating them. That's as close to factory new as its gonna get


    It doesn't have the detachable bolt on EGR adaptor like all the literature I've read says CFi intakes do.

    Its basically the same as the alloy 2-bbl HO 5.0 item.


  5. #30

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    x, I have never seen detachable EGR plates from the factory until the pictures you posted early in this thread - the early 5.0 CFI E0 prefix part and these newer E5 manifolds both have them built in (mount and passages for the EGR). The EGR cooler is also always used.
    1985 LTD LX original owner

  6. #31
    FEP Super Member xctasy's Avatar
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    Quote Originally Posted by zak View Post
    x, I have never seen detachable EGR plates from the factory until the pictures you posted early in this thread - the early 5.0 CFI E0 prefix part and these newer E5 manifolds both have them built in (mount and passages for the EGR). The EGR cooler is also always used.

    so this
    Quote Originally Posted by diyford.com/ford-small-block-engine-interchange-induction-system
    .....CFI engines used a spacer beneath the throttle body to accommodate the exhaust gas recirculation (EGR) valve and improve torque. Although these manifolds were nothing more than 2-barrel carburetor castings, they had unique Ford part numbers: E3AZ-9424-C for cast iron, and E0VY-9424-A for aluminum. The E3AZ manifold is identical to what Ford used on the late-1970s 302-2V V-8
    is not 100% true


    From

    Central Fuel Injection Manifolds

    Central Fuel Injection (CFI) first appeared on small-block Fords in 1980 on top of either a cast-iron or aluminum 2-barrel intake manifold. In fact, the first Ford vehicle to have it was the Granadabased Lincoln Versailles. Manifold selection was rooted in vehicle weight and based on strict corporate average fuel economy (CAFE) standards. If the vehicle was too heavy, Ford went with a castaluminum intake manifold. Mustangs, for example, got the iron manifold. Like carbureted engines, CFI engines used a spacer beneath the throttle body to accommodate the exhaust gas recirculation (EGR) valve and improve torque. Although these manifolds were nothing more than 2-barrel carburetor castings, they had unique Ford part numbers: E3AZ-9424-C for cast iron, and E0VY-9424-A for aluminum. The E3AZ manifold is identical to what Ford used on the late-1970s 302-2V V-8. Although performance buffs tend to look down their noses at CFI, it’s a good idea for vintage Fords, where fuel injection is desirable but you want to keep it as hidden as possible.



    CFI involved a central throttle body in place of a Motorcraft 2150 2-barrel carburetor, with two injectors fitted above the throttle plates. It works basically the same way as Sequential Electronic Fuel Injection (SEFI). A throttle position sensor (variable resistor) provides feedback on throttle position. A manifold air pressure sensor (MAP) provides manifold vacuum feedback. Oxygen (O2) sensors provide oxygen content feedback. A coolant temperature sensor provides coolant temperature feedback. These sensors work together with an electronic control module (ECM) to control injector pulse width. Open the throttle, and the injector pulse width becomes more rapid to deliver more fuel. Ford used a conventional carburetor air cleaner with CFI.

    No iron manifold, either...


    Camparitive Dimesnions are:-



    Quote Originally Posted by zak View Post
    .........

    The intake ports measure 0.81 - 0.82 inches wide by 1.56 to 1.57 inches tall. This size appears similar to what I think is the 83-85 4 BL manifold measured here:
    http://vb.foureyedpride.com/showthre...ort+dimensions

    The flange for the CFI or 2-bl looks taller to me but its been a while. Took some drop measurements from the top of the flange to the port floor
    3.6 inch deep left side (drivers)
    2.2 to 2.3 inch deep on right side (passenger side)
    1.635 inch diameter x2 at top flange


    Will add E2ZE-9425-CA dimensions when I can find them.

    Quote Originally Posted by Saturn V View Post
    ......

    Front H Rear H Port W Port H
    83-85 Stock 3.0 4.25 0.8 1.56
    Edelbrock Performer 302 (3721) 3.4 4.75 1.1 1.8
    Weiand 8311 3.75 5.13 1.06 1.9

    One thing I noted is that there's not a lot of difference in port dimensions for aftermarket intakes. See the thread below, which provides dimensions of other intakes.

    http://vb.foureyedpride.com/showthre...d-Dual-Snorkel
    ....

    From DIY

    Manifolds

    The 221/260/289/302-2V engines all use the same basic cast-iron intake manifold. However, manifold castings differ considerably. The 221 and 260 engines are equipped with cast-iron dual-plane intake manifolds with 1.60 x .84-inch runners. The 221’s carburetor base intake bores are 1.375 inches, while the 260’s are 1.444 inches. The 289’s intake manifold runners differ yet again at 1.82 x .90 inches with 1.560-inch bores in 1963–1964 and 1.600- inch in 1965–1967. The 302’s dimensions are identical to the 289.

    The 289-4V cast-iron intake manifold, first available in 1963, has the same size runners as the 2-barrel manifold at 1.82 x .90 inches. All intake runners are 1.600 inches just like the 2-barrel. This manifold was employed on all 289/302 4-barrel engines. The 351W-2V engine’s cast-iron intake manifold employed 1.82 x 1.02-inch ports with 1.640-inch throttle passages. The same can be said for the 351W-4V.

  7. #32
    FEP Super Member xctasy's Avatar
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    Quote Originally Posted by FB71 View Post
    I don't have a CFI tear-tag cal code, but here's some EEC-IV strategy files...

    http://www.eecanalyzer.net/strategies
    Those are the 49 mapped EECIV bin codes.

    Those are the 49 Kinds of updated EECIV strategy files that you can upload to remap 42 or 43 existing Ford bin code EECIV ECM's.

    There is a little cross over with this, but not a huge amount. Mapping went to where the money and performance gains were greatest, the SHO, SVO, XR4Ti and any good Port EFI 5.0 or 5.8.

    3.8 and 5.0 CFi's just don't rate despite the wounderfull how and rasp the twin Bosch injectors made at idle and under load.

    Ryan at RJM Technolgies got into a whole heap of trouble with his Ford EECIV circulation list of Note 1, Mapped cal code boxes. He had 42 J3 mapped box codes as of 2013, out of about 293 or so EECIV ECU's.

    PE 2.3 Mustang SVO turbo (See note 1)
    PC1 2.3 Mustang SVO turbo (See note 1)
    PF2 2.3 Merkur Turbo (See note 1)
    PF3 2.3 Merkur Turbo (See note 1)
    PK 2.3 Mustang SVO turbo (See note 1)
    PK1 2.3 Mustang SVO turbo (See note 1)
    LA2 2.3 T-Bird Turbo (See note 1)
    LA3 2.3 T-Bird Turbo (See note 1)
    LB2 2.3 T-Bird Turbo (See note 1)
    D4U1 3 Taurus SHO Auto (see note 1)
    X2J 3 Taurus SHO Manual (see note 1)
    T4M0 5 94-95 Mustang MAF / Manual (see note 1)
    J4J1 5 94-95 Mustang MAF / Manual (see note 1)
    U4P0 5 94-95 Mustang MAF / AODE (see note 1)
    W4H0 5 94-95 Mustang MAF / AODE (see note 1)
    X3Z 5 93 Cobra MAF / Manual (see note 1)
    A9L 5 89-93 Mustang MAF / Manual (see note 1)
    A3M 5 89-93 Mustang MAF / Manual (see note 1)
    A3M1 5 89-93 Mustang MAF / Manual (see note 1)
    S0Z 5 89-93 Mustang MAF / Manual (see note 1)
    D3D 5 89-93 Mustang MAF / Manual (see note 1)
    D3D1 5 89-93 Mustang MAF / Manual (see note 1)
    A9M 5 89-93 Mustang MAF / Auto (see note 1)
    A9P 5 89-93 Mustang MAF / Auto (see note 1)
    C3W 5 89-93 Mustang MAF / Auto (see note 1)
    C3W1 5 89-93 Mustang MAF / Auto (see note 1)
    A9T 5 89-93 Mustang MAF / Auto (see note 1)
    A9S 5 88-93 CA Mustang MAF / Manual (see note 1)
    8LD 5 88-93 CA Mustang MAF / Manual (see note 1)
    8LF 5 88-93 CA Mustang MAF / Auto (see note 1)
    8LG 5 88-93 CA Mustang MAF / Auto (see note 1)
    DA1 5 87 Mustang SD-SFI / Manual (see note 1)
    D9S 5 88 Mark VII SD-SFI (see note 1)
    U4X0 5 Bronco, F-x50 E-x50 MAF / E4OD / F4PF-12A650-AA (see note 1)
    VEX1 5 Bronco, F-x50 E-x50 MAF / E4OD / F5TF-12A650-HB (see note 1)
    WAY1 5 Bronco, F-x50 E-x50 MAF / E4OD / F5TF-12A650-JB (see note 1)
    BIO0 5.8 Bronco, F-x50 E-x50 MAF / E4OD / F5TF-12A650-BYA (see note 1)
    AKC0 5.8 93-95 Lightning MAF / E4OD / F8TF-12A650-NA (see note 1)
    C3P1 5.8 93-95 Lightning SD-Bank / E4OD / F3TF-12A650-AB (see note 1)
    C3P2 5.8 93-95 Lightning SD-Bank / E4OD / F3TF-12A650-AC (see note 1)
    C3P3 5.8 93-95 Lightning SD-Bank / E4OD / F3TF-12A650-AD (see note 1)
    ICY1 5.8 93-95 Lightning SD-Bank / E4OD / F5TF-12A650-XB (see note 1)
    ZA0 5.8 95 Cobra-R MAF / 6speed (see note 1)

    The non mapped CFi's are:-


    FA 3.8 Mustang/T-Bird/LTD CFi for sure, with ISC/IAC/IAB for idle

    The 10 5.0 CFi questionables are:

    GJ1 5.0 Mustang
    VJ1 5.0 Mustang
    AB2 5.0 T-Bird
    D2L 5.0 T-Bird
    E1X 5.0 T-Bird
    H2M 5.0 T-Bird
    H2M1 5.0 T-Bird
    KF 5.0 T-Bird
    MC2 5.0 T-Bird
    MN 5.0 G. Marquis

    '83 Grand Marquis, 83-84 Cougar XR7 and 83-84 T birds were EECIII in CA, so the box codes could have issues.

  8. #33

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    I know this is off topic but are the heads on the 84 CFI 302 the same as the 351w truck heads? D9 something or other?

  9. #34
    FEP Super Member xctasy's Avatar
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    Quote Originally Posted by emerygt350 View Post
    I know this is off topic but are the heads on the 84 CFI 302 the same as the 351w truck heads? D9 something or other?
    IIRC, Yes. But its not really the proper big valve 1969- 1977 351W head. Ford made the downgrade to 302W heads on the 1978 351W engines to get the Secondary AIR system the D8 heads had. People didn't realise, it wasn't because of valve recession that they downgraded the valve sizes to 302 size, but an attempt to shorten inventories.

    In terms of flow, the 1984 head is as bad as any other the other small valve 302 heads, way less than what a good 351W head can be. The GT40 and GT40P were a return to the 4V 351W 1969 and 4V 302 1968 head flow figures, heads specfically removed when the Cleveland based 335 engines came out. The 335 series engines (351C/351M/400)...all they did was take away all Fords development budget money from the 302 and 351 W, and pored it into a line of engines which were never sold in the volume Ford expected.

  10. #35

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    Do you think this represents that head on the 302? big combustion chamber seems to be the only really terrible thing about it. if you are not trying to make a race engine.Name:  351.jpg
Views: 338
Size:  57.7 KB

    this is from: http://www.fordmuscle.com/archives/2...ads/index1.php

    never mind, I see now that must be the early 70s head... wish I could find a flow for these though.
    Last edited by emerygt350; 12-06-2017 at 08:24 AM.

  11. #36
    FEP Super Member xctasy's Avatar
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    In 1968

    F code = 302W 2V 2BBL 210hp gross
    J code = 302W 4V 4BBL 230hp gross

    In 1969

    H code = 351W 2V 2BBL 250 hp gross
    M code = 351W 4V 4BBL 290 hp gross

    The next year after the birth of both of these wonderfully elastic and smooth performance 302 and 351 Windsors, the two 4V Windsor heads were down graded, and the 4-bbl intakes removed. The target is the 68 and 69 4bbl Windsors, and you get that with the right porting work. The Boss 302 and Cleveland 3514V' s just totally deep sixed any development of the less "horny" 4V Windsor heads.




    The 2v 302Cleveland and 2V 351C, 351M, 400 heads, 193-205 cfm.

    The G code 4V 302 Boss and M code 4V 351C/ Q code Boss 351 and the 366 NASCAR Tri Power homologation engines (the 340-6 and 440-6 pack got the carbs from this last engine) were in the 245 to 265 at 500 thou and 28"H20 pressure rating.


    It took Ford 19 L-O-N-G years to get the heads back to that 68 J and 69 M code flow rate and performance spec again, and in 1977 and 1978, and 1979, the F code emission eara head got more cost cuts, and became the emissions era H code 5.8 liter 2 bbl Windsor head. In the 1977-1983 Ford empire, Windsors, Modifieds and Clevelands were still being made as H code 351 engines. The better breathing heads in the 193-205 cfm area gave potential net horspower increases of 20-40 hp, but the G code cam made the stock 302 headed 1980 351W 2V a very strong engine. The cam is the major key,

    145 cfm at 450 thou at 25"H20 is 153 cfm at 450 thou at 28"H20 flow pressure. E7's are at this level stock.

    The best factory big valve, smaller chamber J code 1968-1969 230 hp gross 302W 4V head and its 290 hp H code partern, the 351W 4V heads flow 183-189 cfm at 28"H20 at 450 to 500 thou. Before porting, factory. So a proper Good Factory Ford head is just sensational. But its way too much cfm for the CFi, so you have to keep the peak volumetiric efficiency down.

    A D9 is not a 351w head casting, so the five page "http://www.fordmuscle.com/archives/2000/05/heads/index1a.php" is alittle bit missleading.


    The standardisation of one head was like this...



    Beginning in 1978, the 351W chamber grew to 69 cc, resulting in lower compression. The number to look for here is D 8 O E-AB— the head to avoid. The D 8 O E-AB casting is basically a 302 head with smaller 1.78/1.45-inch valves. Ford went to smaller valves for improved emissions and better low-end torque. As 351W production moved into the 1980s, cylinder heads didn’t change much, with castings following the 302’s path.
    All the earliers ones were 60.4 cc chambers, nominal, and big valve.

    Beginning in 1977, chamber size increased to 69 cc to further reduce the 302’s compression ratio. These heads are numbered D7O E-DA and D 8 O E-AB, which are not desirable castings no matter what you do with them. In 1979, Ford came out with a D9AE 302/351W cylinderhead casting, which was very similar to the D7O E and D 8 O E castings just mentioned with 67- to 70-cc chambers. The D9AE-6049-AA casting was in production until 1985.
    Ford COPYRIGHT © 2000-2017 Stan Weiss — World Wide Enterprises

    http://users.erols.com/srweiss/tablehdc.htm


    Halfway down is the Winsdor 260/289/302/351 heads, figures I use, because its verified, and checked. Engine dyno packages do the same thing, much more accurately.

    Knocking back the duration with the small Explorer rooler cam, 1.7:1 lifters, GT40P heads (same flow rates as the best GT40 and J code 302 or M code 351W 4V's...that should work with the CFi.

  12. #37

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    Interesting, I don't think gt40s will work with my headers though. I am really looking for street performance so anything over 3500 rpm is probably wasted. I think e7 or just porting work and getting the compression up may have to be enough.

  13. #38

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    Quote Originally Posted by emerygt350 View Post
    Interesting, I don't think gt40s will work with my headers though. I am really looking for street performance so anything over 3500 rpm is probably wasted. I think e7 or just porting work and getting the compression up may have to be enough.
    If you get a set of the early explorer heads you would be alright, they're just the regular cobra gt40s and not the p's. This thread is super informative since I have a complete explorer engine sitting in the garage


    Sent from my iPhone using Tapatalk
    1984 LTD LX, 160k mile Explorer 5.0, Comp XE264HR-14 cam, Alex’s Parts springs on stock GT40 3 bar heads, Unported Explorer intake, 1 5/8 shorty headers, off-road H-Pipe, Spintech 9000 mufflers, Holley Terminator X Max, J-Mod 4R70W, Mustang 8.8 w/ 3.73s, Tubular front and rear control arms, front coilovers, Turbocoupe rear coil springs

  14. #39

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    what year is an early explorer? I am half tempted to start looking at the local pick a part...

  15. #40

    Default Characterizing Ford's final 2-bl 5.0L intake manifold

    You want a 96-97 but the heads will have three bars on the front and GT stamped on the opposite side. Also if you find the right year you can get an intake with internal EGR and all the bosses for the ACT and coolant temp sensors.

    If you want anymore info just pm me so as not to derail this thread too much.


    Sent from my iPhone using Tapatalk
    Last edited by wdanison43103; 12-08-2017 at 08:47 AM.
    1984 LTD LX, 160k mile Explorer 5.0, Comp XE264HR-14 cam, Alex’s Parts springs on stock GT40 3 bar heads, Unported Explorer intake, 1 5/8 shorty headers, off-road H-Pipe, Spintech 9000 mufflers, Holley Terminator X Max, J-Mod 4R70W, Mustang 8.8 w/ 3.73s, Tubular front and rear control arms, front coilovers, Turbocoupe rear coil springs

  16. #41
    FEP Super Member xctasy's Avatar
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    Quote Originally Posted by emerygt350 View Post
    Interesting, I don't think gt40s will work with my headers though. I am really looking for street performance so anything over 3500 rpm is probably wasted. I think e7 or just porting work and getting the compression up may have to be enough.
    The early cast iron reproduction iron headers for 289 HiPo's allow the 90 degree chevy boot equiped GT40P's to match up.

    GT40P's are the sh!+, because stock K code iron cast headers fit.

    This is why the GT40P heads are so inexpensive.

    Scott Drake C5ZZ-9430/1-B Mustang Exhaust Manifold

    Reproductions of the original cast iron exhaust manifolds on 1965-67 K-code Mustangs and also 1967 Shelby GT-350 cars. These new reproductions have part numbers cast in C4ZE-9430-A Pass C30Z-9431-A Driver side.






    Quote Originally Posted by http://rec.autos.makers.ford.mustang.narkive.com/fNcz8uVM/what-headers-for-66-coupe-and-gt40p-heads

    Q. Post by Canadian Musclecars
    A buddy of mine is working on a '66 coupe with a 289. He has installed
    Ford GT-40P heads on the engine. He has also purchased a set of Hedman
    long tube headers for a stock 289/302. Surprise, the headers won't fit
    the heads! Does anyone know what the correct headers would be for this
    application (or is there another solution)?
    Thanks in advance,
    Richard
    68 fastback
    65 GT350 clone (in progress)

    A. I have a set of GT40P heads on my 302 in a 1969 fairlane. What I got to
    work is a set of reproduction HI-PO exhaust manifolds from Canadian
    Mustang. They fit perfect and the plugs clear just fine

  17. #42

    Default

    Those are not 289 HIPO exhaust manifolds pictured.
    Pete's Ponies
    Mustang RUSToration & Performance

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