EFI DO's and DONT's (A Work in Progress)

[Guest]

[pops88gt]

Ok, I get that, after some of this Any thoughts on keeping the stock set up? Function of header evac with an s/c vs n/a?

[eljavy]

hey joel im running pcv valve is not a stock and 2 valve covers breathers and the car runs fine but i have a pms and i

my cuestions is if i relocated to the intake duct before the SC will it contaminate the intake with oil?

do i just weld a tube to the power pipe in the intake of the s/c can i used where the bypass valve used to be? 

righ now this is my pcv setup

[Joel5.0]

Javier..... you are pressurizing the crankcase by keeping that PCV valve in use. You need a real check valves setup there + do what you mentioned on the post-MAF air duct section....... or add another breather to the PCV valve and plug the intake port.

[eljavy]

Javier..... you are pressurizing the crankcase by keeping that PCV valve in use. You need a real check valves setup there + do what you mentioned on the post-MAF air duct section....... or add another breather to the PCV valve and plug the intake port.

do u have a part number i can look on my local part store? or were can i get this real check valve?

  joel

[pops88gt]

Breater & PCV way to go or F-NO?
« on: December 26, 2006, 11:37:11 am » Found all my answers here!!!  THANKS.

[RavenR]

Joel
Score another one for you and the SBF Tech contributors.  I have been in the process of converting my 67 Mustang to EFI.  I have been running a blow through Paxton carb'ed setup, but found a super deal on a 1991 Mustang engine, EEC, wiring ...the full setup. Got it all installed and could not get it to run.  The car would surge and backfire through the charger with a super strong unburned fuel smell.  Spent the last month chasing down every wire, sensor everything.  Thanks to you guys I didn't go and throw money at it.  I trusted your inputs when you guys said the ECM and sensor are very dependable, so I just kept reading every post here.
Finally found this post on supercharger PCVs and the connection to the TB from the right valve cover.  I went out and changed valve covers to an old style 302 with breathers and plugged the PCV for now.  Started the car, ran the base idle reset and ....perfect.  Idles at 850 and revs freely.
Thanks to you and everyone that is sharing info on SBF Tech
Jeff

[gtvert90]

Joel
Score another one for you and the SBF Tech contributors.  I have been in the process of converting my 67 Mustang to EFI.  I have been running a blow through Paxton carb'ed setup, but found a super deal on a 1991 Mustang engine, EEC, wiring ...the full setup. Got it all installed and could not get it to run.  The car would surge and backfire through the charger with a super strong unburned fuel smell.  Spent the last month chasing down every wire, sensor everything.  Thanks to you guys I didn't go and throw money at it.  I trusted your inputs when you guys said the ECM and sensor are very dependable, so I just kept reading every post here.
Finally found this post on supercharger PCVs and the connection to the TB from the right valve cover.  I went out and changed valve covers to an old style 302 with breathers and plugged the PCV for now.  Started the car, ran the base idle reset and ....perfect.  Idles at 850 and revs freely.
Thanks to you and everyone that is sharing info on SBF Tech
Jeff

   

[jucaan]

I understand that its possible to install the dist housing slightly differently and what is most important is the relative position of ther dist housing/cap to the rotor (within the allowance for housing rotation for setting base timing within the mechanical contraints of the the TFI module), but I feel for a person who does not have much experience with this those series of pictures/digrams can be very confusing and misleading. I write this not as a criticism of those that posted as I know that this info was put there to be helpful (and Ive personally been helped by much of the tech info at the SBF website) but this particular info set needs to be reviewed and that conflicting and/or contradictive info be deleted or at least given better explanation.

Thank you

T

In my case the correct position is the red line.  I was trying to advance the timing and the module was hiting the water outlet and still did not get the desired timing advance.  With Joel's advice, I took the ignition out and put it back moving the rotor counter clockwise and now I can advance all the timing I want.

I guess it all depends on a case basis.

[Joel5.0]

In my case the correct position is the red line.  I was trying to advance the timing and the module was hiting the water outlet and still did not get the desired timing advance.  With Joel's advice, I took the ignition out and put it back moving the rotor counter clockwise and now I can advance all the timing I want.

I guess it all depends on a case basis.

If you went from the green to the red, it's backwards........ it wouldn't allow to advance it much since you would be retarding the timing position.....

[jucaan]

If you went from the green to the red, it's backwards........ it wouldn't allow to advance it much since you would be retarding the timing position.....
[/quote]

    You are right Joel  .  I moved it counter clockwise so the righ position will be the green line.  All I know is that now I can advance it to 38*, 40*.  Now I need to test where he is the happiest.

[Joel5.0]

 ... don't worry... eso pasa, eso pasa....... LOL