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Topic: Exhausted over HCI swap problem (Read 4389 times) previous topic - next topic

Exhausted over HCI swap problem

Reply #15 –
Quote from: V8Demon;338844
Followed by a vacuum test....

FWIW -- Swap out that MAF and injectors for a matched set using 24 pounders for that combo and use at least a 155 LPH pump.....

WIth a stock HO MAF and 19's at stock pressure I'll bet you'll see a code that says the adaptive fuel strategy lean limit has been reached......


I actually got the lean code with my combo and 19s. Since I've switched to 24s and a 73mm C&L MAF I've no longer had that code.
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

Exhausted over HCI swap problem

Reply #16 –
I will try pulling codes tomorrow.  I take the CEL out so I can pass inspection (no dash lights).  I am also getting some bucking.  I am starting to think its this cheap after market intake.  Maybe leaking at the heads.
My car is a gravity hybrid.  The gasoline engine gets me up the hills, and gravity gets me down.

Exhausted over HCI swap problem

Reply #17 –
Quote from: thunderjet302;338984
I actually got the lean code with my combo and 19s. Since I've switched to 24s and a 73mm C&L MAF I've no longer had that code.


I've been wondering about this.  The car should have some real umph but it seems like there could be more.  As this is my outgoing project, can I grab a junkyard set of injectors and MAF from a Mark VIII?    Or do I have to shell out big bucks for a pro-m and the like.
My car is a gravity hybrid.  The gasoline engine gets me up the hills, and gravity gets me down.
 

Exhausted over HCI swap problem

Reply #18 –
Injectors yes but MAF no. Factory Ford MAFs are not calibrated to an injector. The EEC has the injector size in its programing. Aftermarket MAFs are "calibrated" to trick the computer to run bigger injectors with the 19lb program.
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

Exhausted over HCI swap problem

Reply #19 –
Ok, heres the dirt.

I pulled codes koeo:
51 - ECT sensor signal is greater than the Self-Test maximum of 4.6 volts.
22 - MAP/BP sensor out of self test range.
53 - TPS circuit above maximum 4.5 volts.
54 - ACT sensor signal is greater than the Self-Test maximum of 4.6 volts.
35 - PFE or EVP circuit above the maximum limit of 4.81 volts.
85 - Canister Purge Solenoid circuit failure
95 - Fuel pump secondary circuit failure. The EEC senses infinite resistance to ground from the fuel pump on the Fuel Pump Monitor circuit.
I ignore 95, I did not hook up the fuel pump relay signal during the swap to mass air. 
Hmm those sensors share the sig return line.  So I added a ground (just a wire clipped on to the ground going to the TPS)

Disconnected the neg cable for 5 minutes to clear the codes.

Re-ran KOEO:
31 - PFE or EVP circuit below minimum voltage of 0.24 volts.
85 - Canister Purge Solenoid circuit failure
95 - Fuel pump secondary circuit failure. The EEC senses infinite resistance to ground from the fuel pump on the Fuel Pump Monitor circuit.
Weird, ok.

Ran KOER:
41 - HEGO sensor circuit indicates system lean (right side).
31 - PFE or EVP circuit below minimum voltage of 0.24 volts.

The car seems to be running rich (sooty exhaust, floods on startup occasionally, dark plugs).  Do you suppose my left 02 is bad?  They are $40 at autozone.  I might try to pick up a few at the junkyard instead.  I can't imagine its running lean.
85 perplexes me too because all the emissions  is hooked up with good vac lines.

It starts better with the extra ground I added but it still wants to idle really high.  If I remove it, it drops down to a nice 900 rpm idle.  I'm pretty tired of these gremlins.  I have to DD the car too until I get my girlfriends truck fixed (shes driving my normal DD).  At 10 mpg its killing me.  I will try to shoot the wires this weekend and find out why the sig retn is open.
-Z
My car is a gravity hybrid.  The gasoline engine gets me up the hills, and gravity gets me down.

Exhausted over HCI swap problem

Reply #20 –
You could try swapping the O2 sensors side to side and see if the lean code follows the O2 sensor.

Also are the O2 sensor wires are on the correct side?
88 Thunderbird LX: 306, Edelbrock Performer heads, Comp 266HR cam, Edelbrock Performer RPM intake, bunch of other stuff.

Exhausted over HCI swap problem

Reply #21 –
Quote from: thunderjet302;341422
You could try swapping the O2 sensors side to side and see if the lean code follows the O2 sensor.

Also are the O2 sensor wires are on the correct side?

Thats a good idea.  I think they are, but I did swap the engine and harness when I rebuilt the engine.  I just transfered it to the new engine I built.

Also, I had to take the ground wire off on the way to work.  It was popping, coughing, and couldn't accelerate at all.  Removed the wire and it dropped to a nice idle and drove just fine.  Still way down on power.
My car is a gravity hybrid.  The gasoline engine gets me up the hills, and gravity gets me down.

Exhausted over HCI swap problem

Reply #22 –
Clear codes again, unplug the o2 harness and pull the spout out. Restart it and see if your still running rich.
Quote from: jcassity
I honestly dont think you could exceed the cost of a new car buy installing new *stock* parts everywhere in your coug our tbird. Its just plain impossible. You could revamp the entire drivetrain/engine/suspenstion and still come out ahead.
Hooligans! 
1988 Crown Vic wagon. 120K California car. Wifes grocery getter. (junked)
1987 Ford Thunderbird LX. 5.0. s.o., sn-95 t-5 and an f-150 clutch. Driven daily and going strong.
1986 cougar.
lilsammywasapunkrocker@yahoo.com

Exhausted over HCI swap problem

Reply #23 –
What will unplugging the O2s and the spout do?
My car is a gravity hybrid.  The gasoline engine gets me up the hills, and gravity gets me down.

Exhausted over HCI swap problem

Reply #24 –
It will stop the adaptive strategy by the computer. You will have to advance your timing, but it will tell you for sure if its the o2's or not. If the computer never gets any information from the 02's, it will just go to a stock table and guess on what it needs for fuel.
Quote from: jcassity
I honestly dont think you could exceed the cost of a new car buy installing new *stock* parts everywhere in your coug our tbird. Its just plain impossible. You could revamp the entire drivetrain/engine/suspenstion and still come out ahead.
Hooligans! 
1988 Crown Vic wagon. 120K California car. Wifes grocery getter. (junked)
1987 Ford Thunderbird LX. 5.0. s.o., sn-95 t-5 and an f-150 clutch. Driven daily and going strong.
1986 cougar.
lilsammywasapunkrocker@yahoo.com

Exhausted over HCI swap problem

Reply #25 –
I know very little about EFI. But have you tryed a new MAP sensor? The MAP has a vacuum port on it it could have some sort of internal vacuum leak. A bad MAP sensor could cause it to run rich could'nt it?
88 Cougar LS 5.0 .030 over, ported E7s with GT40 valves & trickflow springs, Proform roller rockers, HO cam, removed air silencer, K&N filter, smog pump delete, 2.25" dual flowmasters, Pacestter H-pipe & headers, HO computer, 65mm TB, Explorer intake, 19# injecters, 3.45s, rebuilt posi, and TCI shift kit.

Exhausted over HCI swap problem

Reply #26 –
Yea, I swapped in a different MAP.  They both act the same.

Also its converted to MAF so its a ambient pressure transducer so it has no vac line now.
My car is a gravity hybrid.  The gasoline engine gets me up the hills, and gravity gets me down.

Exhausted over HCI swap problem

Reply #27 –
Does your injector harness plug into the main EEC harness like the Mustangs do with the two ten-pin connectors at the back of the intakes?  I was having all kinds of issues with my Coupe and it turned out to be these connectors.

I also had a problem with the car due to the O2 sensor harness coming unplugged from the main EEC harness.

I would keep the MAF and injectors you have in the car until you sort out the electrical issues.  No sense in chasing a possible lean condition with the car is running pig rich.

Darren

83 351W TKO'd T-Bird on the bottle


93 331 Mustang Coupe - 368 rwhp

Exhausted over HCI swap problem

Reply #28 –
It does, and I've gone through the salt n' pepper shakers a couple times now.  I agree, I am going to work out the codes before I start swapping parts.  I have an adjustable FPR that is waiting until I can get this problem ironed out. 

The good news is I'm back driving my Jetta.  Fixed the GFs finder (pathfinder) this weekend so she can drive that.  So this fix just went from "OMFG Fix it NOW" to "Fix it so I can sell it"
My car is a gravity hybrid.  The gasoline engine gets me up the hills, and gravity gets me down.

Exhausted over HCI swap problem

Reply #29 –
Why would you sell it over such a small issue? Isn't this the car with a new motor and custom cam, or am I thinking of someone else?
Quote from: jcassity
I honestly dont think you could exceed the cost of a new car buy installing new *stock* parts everywhere in your coug our tbird. Its just plain impossible. You could revamp the entire drivetrain/engine/suspenstion and still come out ahead.
Hooligans! 
1988 Crown Vic wagon. 120K California car. Wifes grocery getter. (junked)
1987 Ford Thunderbird LX. 5.0. s.o., sn-95 t-5 and an f-150 clutch. Driven daily and going strong.
1986 cougar.
lilsammywasapunkrocker@yahoo.com