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Thread: fuel injection

  1. #1
    FEP Super Member NAVYCAT's Avatar
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    Default fuel injection

    Has anybody with a 86 installed any after market fuel injection systems like Holly, and FiTech in California (smog nazi's watching)
    2017 Ford Explorer Sport (DD) 1986 Capri 5.0 Silver/Red
    1969 Falcon XW GTHO coupe (SOLD) went to Australia
    Past 4 eyes-
    4th. 1981 Capri "White" Black Magic I6
    3rd. 1984 Capri RS V8 Black/grey
    2nd. 1984 Capri RS V8 White/red
    1st. 1984 SVO Grey/grey (traded it for a worn out 1970 BOSS 302)
    Both '84 Capri's vin# were 10 away from each other
    U.S. NAVY 1980-2009

  2. #2

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    It won't pass cali smog. The sefi system is better anyway with the right tune
    Jeremy
    -86 mustang SSP X CHP Unit # 3788-bone stock & staying that way
    -66 Mustang, bench seat car,8.8,t5 fuel injected 92 engine
    -72 Maverick 5.0 resto in process
    -12SS Camaro 6 speed. 600 FWHP, Kraftwerks Supercharger
    -03 z71 Avalanche 9" lift on 35s Daily Driven 20k a year. 290k miles at 11.8 mpg
    Entire 1986 electrical and vacuum troubleshooting manual download
    http://slantnosefox.com/picturehosti...g%20manual.zip

  3. #3
    FEP Super Member xctasy's Avatar
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    Default

    See below

  4. #4
    FEP Super Member xctasy's Avatar
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    What v8only said. Modern TBi upgrades don't have the Korrect Nine things
    OBD 1 spec 50000 mile compliance
    EGR
    Check Engine Light,
    Federal Motor Vehcle Stanadrds/
    BAR/
    CARB/
    EO/
    SEMA paper work, despite the really neat work on the Speed Density tuning system


    No up grades are legal anymore unless its a later factory looking upgrade with the 50000 mile emissions test durability sign off.

    GT40 lowers, uppers and GT40 pre P heads are able to be used without a problem.

    The headers can go to big tube aftermarket, but might require an EO number and the stock EO number or EO replacement cats are what you need.

    The EGR and Check Engine Light are not too much of an issue if you can make sure the Thermactor system is drilled for the heads. The "to MAF " computer upgrade is normally not an issue.


    The CA rules are actually pretty free...the IM test is easy to pass if you know the required tune to get the baseline numbers from your past 1986 registration figures.

    If the block is updated, it needs to use that cars CA trim emission gear to carry over as an engine swap. It just has to be a passenger car or the same as paasenger car engine that can meet the donar vehicles OEM emissions, and that rules out SUV engines unless its a passenger car SUV like an Explorer or its Mercury stable mate. You can re purpose another sub 8500 GVW engine to go in your 86, even a 351 W. You have to respec it as a Saleen S 351 non supercharged spec engine with everything as it was born in 1994, but you can use a truck block because Saleen did it that way. And you can use TFS heads or Edlebrock heads and a later Saleen spec hi po intake that won't strangle the air flow over 5500 to the 6250 rpm cut-out.

    No new EFi system is CARB legal unless is factory certified set up.


    All the SEMA supplied parts have "not for on road use/ Off Road Use only in CA" and pleads no contest against Bureau of Registrations , CARB, and doesn't supply Executive Order numbers any more for 1966 to date passenger car engine Hop ups or upgrades.

    Your best bet is an Aussie EEC4 or US 1993 Cobra conversion to the stock engine, with the parts from a 5.0 from an Exploder with the original block VIN parts, and use the SVT Cobra and up grade to visually approved parts.

    The cam is a rocket ship cam, and the GT40 thee eye brow heads and a compression hike with the TFi and some EGR work will absolutely wake up the 5.0.

    Big problem


    1. De Tomaso found in 1993 with the Pantera 2 (305 hp )

    and

    2. Ford USA with the 1993 SVT Cobra (235 hp)

    and

    3. Ford Australia found with the 1992 EB Falcon GT (268 hp) was that the stock port EFI is very restrictive, and a well modified stock 175-210 hp 4V intake with a 4bbl carb is more powerfull than a full house extrude honed port 1986-1992 stock 5.0 HO SEFi intake.

    305-325 hp is the limit for the later GT40/ Lightening/ Saleen S351 intake.

    The GT40 intake is quoted as 370 hp by Saleen if its there own modified S351 item ,

    Today, FPRP 's wrongly quotes that its Showa based but Chinese cast GT40 intake is 425 hp capable, but thats Gross hp, but its about 305-325 real net at the flywheel ponies.

    De Tomaso had to down tune the 5 liter 1993 Pantera 2 to 248 hp to pass the US FMVS Emissions tests, CA 's spec. They lost 57 hp over the later Falcon Rebel/Synergy 5000 spec that triiped at 295 hp and 320 lb-ft.

    So with stock parts, you can go to the better T3 342 cubic inch stroker camshaft, and you'll get to 325 hp and still pass the visual and sniffer test if you use the later Cobra/ Explorer upper and lower intake and a recalibrated SVT Cobra or EB Falcon EECIV. The ideal would be the speed density Lightening 351 truck computer, but it all gets a little bit hard to have a 9.4 :1 compression engine with a 266 - 270 degree cam and a great set of GT40 three eyebrow heads pass the IM test. The 1.7:1 rockers better intake and MAF and the comprssion ratio hike from the stock 9.2 or so is very noticable to the timbre of a 5.0.

    The last 2000-2002 5 Liter Falcon engines were the sweetest ever OHV 5 liter engines, with a lovely sound and even lugging 3650 pounds, they were lovely engines.

  5. #5
    FEP Super Member NAVYCAT's Avatar
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    Quote Originally Posted by v8only View Post
    It won't pass cali smog. The sefi system is better anyway with the right tune
    if only i had a complete engine, with all the smog parts
    2017 Ford Explorer Sport (DD) 1986 Capri 5.0 Silver/Red
    1969 Falcon XW GTHO coupe (SOLD) went to Australia
    Past 4 eyes-
    4th. 1981 Capri "White" Black Magic I6
    3rd. 1984 Capri RS V8 Black/grey
    2nd. 1984 Capri RS V8 White/red
    1st. 1984 SVO Grey/grey (traded it for a worn out 1970 BOSS 302)
    Both '84 Capri's vin# were 10 away from each other
    U.S. NAVY 1980-2009

  6. #6
    FEP Super Member xctasy's Avatar
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    Expand your drift net, and reduce your budget.


    If you are looking at a later 5.0, 5.8 or 4.6, then the Miata V8 guys have got it all worked out.

    Engine swap from a known Smog legal V8 Fox or FOX 4 (SN95 or 99) or Lightening 5.8, and then have to find one that does comply, is registered, and doesn't havs a 90 day burn notice of non compliance.. You can have one that doesn't comply, but you have to restore it back like you did your I6 3.3 Capri. Once it passes the IM test, then you transfer the engine over, and it is forever more smogged as that vehicle.

    Pretty sure a Mountaineer or Explorer 5.0 is a valid swap engine, with all its parts. You can then look at alloy heads or CARB approved power adders.

    https://forum.miata.net/vb/showthread.php?t=176077

    Quote Originally Posted by khorton21
    When you do a conversion, you have to go to a smog referee, who will examine the installation. Be prepared to show that you have installed all the smog equipment from the equivalent donor vehicle. At this point you could show additional stuff, like a supercharger that would be CARB approved on a Mustang. Usually he will require that you then run on a roller setup with a tailpipe sniffer, as opposed to a simple tailpipe sniffer used at idle and at 2k rpm.
    If approved, he'll give you paperwork that would have to be presented each time you get smogged after that. The paperwork details what you have installed, so the next smog tech can inspect for what was approved.

    For Miatas, they have to adapt the later model stuff, so you might get away with a later model engine and the earlier Malfunction indication system, and that means a MAF sensor is needed. Half and half systems are not technically legal, but the Cobra or Speed Density Lightening computer are possiable with the 1986 VECI, which is also Speed Density. AFAIK, CA Trucks below 8.5 GVW are passenger cars, with the same regulations, so a 5.8 Windsor should be legal.

    Quote Originally Posted by MMonster
    the motor had to be the SAME model year or newer as the Miata, I know mine has a CARB sticker under hood in the cowl (acquired be the original owner) that states that both the car and the motor are from the '94 model year Miata and Ford Mustang 5.0HO respectively

    California Smog Considerations:

    “…All (CARB) emission control equipment must be functional and connected. For a 5.0HO Ford small block this includes:
    1. Catalytic converters (4)
    2. Charcoal canister
    3. Air injection tubes
    4. Smog pump
    5. All solenoid valves
    1) Exhaust Gas Recirculation,
    2) Thermactor Air Bypass,
    3) Thermactor Air Diverter
    4) Canister purge solenoid
    5) O2 sensors
    6. Check engine light
    8. VIP self test connector

    And by implication all input sensors and computer control functionality of the EFI engine managent system.

    You are also required to have the vacuum connection diagram schematic fixed on the underside of the hood (see your current Miata under hood emissions lable).

    Since this label appears to have to come from Ford and can only be purchased with a valid VIN number it is useful to have on hand…”

    “V8 Miata Conversion Manual” by Martin Wilson, WWW.V8Miata.com Copyright 2000. (I hope this short excerpt is ok with Martin, if not I’ll pull it)

    I know mine passed the bi yearly smog test last year (at time of purchase) with a stock 5.0HO, KB 1500 supercharger (CARB certified), Martins headers (no CARB#) 2” H pipe with four Ford OE converters and 2 Magnaflow mufflers. Since then I have deviated quite a bit from the above, It remains to be seen how much I’ll have to change to pass the next smog test (maybe move to Arizona).

    I hope this helps, Paul
    __________________
    '94 Blue, orig. Mega, 347" Ford V8, 3.27 T-bird 7.5", RPM II, E303, T5, AFR 185. http://www.cardomain.com/ride/237969...a-mx-5/page-3/

  7. #7
    FEP Super Member xctasy's Avatar
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    Ready for some upgrades yet Joe?



    The Kenne Bell Blowzilla 2.1L system we're using (PN TS1000-GT; $3,099) comes pre-assembled, and features a 90mm throttle body flange and KB's less-restrictive Flowzilla inlet. The assembly bolts directly onto Ford Racing Performance Parts' GT-40 lower intake manifold (PN M-9461-B50; $150) using supplied hardware. Internally, the supercharger features two gear-driven rotors that turn in clockwise and counter-clockwise directions. The rotors intermesh in a screw-type fashion, which literally squeegees air from back-to-front, and discharges it through the top of the unit.
    http://www.mustangandfords.com/how-t...oto-gallery/#/

  8. #8

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    Oh that Kenny Bell is a nice upgrade!!!

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