JACook,
84GT350CONV, word up!
Everything in balance. 3721 sounds good. The one above was an #EDL-7121. It wasn't my car, though.
http://www.therangerstation.com/foru...d.php?p=557589
In this instance, though...I go roller cam too.
There were two versions of the CFI HO for automatics in the 84 and 85 Mustang (and the Lincoln LSC too). The first one also came out in '84 in Mustangs (and LTD LXs), and it made 165hp with cast iron exhaust manifolds and single exhaust.
By mid '85 it gained tube headers and dual exhaust and went up to 180hp in the LSC. It got a roller cam in some 85 variants.
fgross2006, since yours has headers it's now the 180hp capable version. If it doesn't have a roller cam, it should certainly get a better intake, if you can afford it.
The roller cam CFI 5.0 85's still had TFI, but more than that, the later SEFI pump can support the HO CFI just fine. It went on to power the Lincoln MKs for a couple more years. The HO version of CFI was unique to the Mustang and Linc, with larger throttle bores, and the simple existing-parts solution to add idle air for cold starts , but the EEC added the extra fuel instead of the choke plate. The extra 28% fuel injection flow makes more than enough for 180 hp. They are almost 600 cc injectors. Standard 302/5.0L received smaller bores, 'choke' setup, and 500cc injectors, while V6 engines had the same throttle bores, but only 388cc injectors. When a CFi non HO 84 and 85 made 140 hp, a CFi 3.8 gave 120 hp.
The stock CFI was starting to get a way better edge on it by 84. It is far and away over the first 1979 EECII, then EECIII effort. Since Ford had decided to move forward with CFI from the LSC and Panthers, it was an natural for an AOD Fox. It started off 120 hp, 207 lb-ft in those. 165 Hp is 38% up on 1979, but it still uses what is really the 79 120 and 140 hp intake with a part number update, yet the 175, 205 hp engines had a whole new 4-bbl.
In any other car, you'd look at the whole package, but I seriously doubt with those big a$$ injectorts, that there
any wrong step with improving on the latent stock set-up, it was being held back, with dating to 1979 intake. Even the existing exhaust, with its improvments, is a complete right first step if you have the stock CFI set up properly.
Lets remember, like all Throttle Body Injections systems, but especially so when using Bosch injectors for an application not really designed for throttle body, the stock intake is a restriction. On our Aussie and Kiwi builders of 5.0 HO 4-BBL Group A Mustang GT's had to unpick the whole stock 4-bbl HO intake, rework it internally with a die grinder, and then Devcon and two pack Araldite® it it back together to get any more than 260 hp in 1984. The fact that Ford got that much extra out of the CFi is quite stunning.
One guy I know of, a retired Ford Motor Company Auto Eng who worked on the HO program, had his boss at FoMoCo's Engine Engineering Performance Development Group give him a definition of 'performance'
It was
1. component and systems durability,
2. emissions,
3. fuel economy,
4. cost effectiveness, and then
5. power.
Power was last, 5th on the list.
Back in 2003, he related to me and some others this tail. His manager came over one day and told G, hey, look at this. It was a wet flow intake tester. He showed him what a poor roosters tail the 5.0 HO CFi had. These were the same guys that made the 4180 4-bbl 5.0 HO such an insaitable performance
and economy engine.
They did a world of good with giving the 84 and 85 autos the same M code, if they could have matched the two jug CFi to the 4-bbl intake, and get an improvement, they would have.
The point others have made about Fords CFi is that it was was used for about 7 or 8 years during the transition from carbs to SEFI and MPFI in V8 and V6 cars. As David (PSIG from fordmuscleforums.com ) said "The awesome part is Ford purposely made them with TPS and FPR built-in, and to bolt right onto a standard Holley/Motorcraft 2-barrel flange, so converting old 2v carb cars (289s to 390s or anything with about 300hp or less) to EFI for better performance, drivability, and especially mileage is a snap with the CFI".
Based on what restrictions the 2-bbl gave, anything to improve air flow will work JUST fine. Ak Miller in his Propane updates said that the Speed Density is self compensating, doesn't trigger a check engine light, and is the culimination of about 5 or 6 years of intensive Ford development. Asside from getting away from the hand pump applied to the lates 70's Chuck Missler Rocket Scientist NASA B-Map sensor and totally amazing Duraspark III system, the 1984 EECIV HO CFI is very friendly in comparison, a really simple system.
The early EECIII's were smart, but way too smart for the average Joe. No easy DTC's with a light, due to a vastly confusing roll out of EECIII detail.
There was an additional retrorespective test procedure for EECIII cars, meaning for a year or so, no-one could pull codes on the earlier CFI cars; without the Rotunda T79L-50, back in 1981, a $1500 pice of very expensive equipment that was at the time the only way to read codes. In fact, the $100 Rotunda Star analyser, or a common multi meter, would do the job, but
the infomation was missing in all Ford publications, and not retrorespectively updated, as Ford pulled the detail after the cars were produced. This was known about in the 1980 model year, and it still catches people out.
These Five files best describe the issues Ford were dealing with from 1978 to 1982...things only got simpler with the EECIV.
The MCU and all pre EECIV systems were tained with the same brush of confusion.
http://i1215.photobucket.com/albums/...October_79.jpg
http://i1215.photobucket.com/albums/...ic_process.jpg
http://i1215.photobucket.com/albums/..._1982APRIL.jpg
http://i1215.photobucket.com/albums/..._1982APRIL.jpg
http://i1215.photobucket.com/albums/..._1982APRIL.jpg
http://www.crownvic.net/ubbthreads/u...&Number=531613
https://www.youtube.com/watch?v=puAEJ3BYFeY
.........Back to the intake manifold. Due to a poor roosters tail, Fords CFI and TBI likes single plane a
lot better, but I doubt if you'd fit this intake under the hood.
http://image.hotrod.com/f/9267560+q8...mage_large.jpg
http://www.hotrod.com/articles/ford-...#ixzz3ig86Xoy3
"
Ford 289 Engine Buildup
Written by Ed Taylor on October 1, 2001
Steve Magnante - writer; "
Photo 8 of 15 | The Keith Dorton-modified 500-cfm Holley carb is the largest allowed in Currie’s Carrera Panamericana class, and it mates to an Edelbrock Victor Jr. single-plane intake with an adapter that’s hogged to match the carb’s bore size. Maximum power on the dyno was made with box-stock calibrations.
http://www.hotrod.com/how-to/engine/...#ixzz3ig86Xoy3 @HotRodMagazine on Twitter | HotRodMag on Facebook
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