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Topic: A CFI Conundrum (Read 4581 times) previous topic - next topic

A CFI Conundrum

Reply #15 –
Tfi carries the signal of the pip. if that's dead, no spark or injectors.
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

A CFI Conundrum

Reply #16 –
Quote from: tbolt64;430938
The PIP is the in-line timing isolator...if you wiggle it while the car is running, the car dies because the splice on one side of it is right against the pig tail connector, That, I think, is the cause of the no-start issue. I just wonder about the other stupid-idity.  Are you conflating the PIP and the TFI module that is connected to the distributor?


No it isn't, that's the sprout(spark output), the PIP is inside the dist... You can toss the sprout in the gutter and it will still run, just no timing advance...

I'd think with a fresh TFI connector it may be just fine, worse case maybe repl the dist as well... There's a tach pulse signal in the TFI harness that feeds back to the ECM, if that is lost it will run like do do... Other than throttle body, and ECM, the electrical components for CFI are similar to a SEFI system...

A CFI Conundrum

Reply #17 –
Your right Turbo, Im a bit out of practice with my EEC IV lingo. The spout is what you wiggle and the car dies.

Anyway... The previous owners had a lot of problems with the car and intermittent drivability issues and they had a mechanic throw parts at it. I don't know what codes it has previously thrown but I've gotten an O2 sensor fault, so I replaced it because the sensor was original, and an EGR fault, so I cleaned it and the car rode better for a day. I need to run codes again... I just don't think it will explain away the cars tendency to act a fool every now and then.

I may make an EGR block off plate and stick it between the EGR and intake and see if that eliminates the super lean problem that the car has when it chokes out and dies... Lean-ness is what would make the Cats smoke - REALLY high exhaust temps due to too much oxygen in the air/fuel mixture.
 

A CFI Conundrum

Reply #18 –
Quote from: QUICKSHIFT;430699
All you need is a Holley 500CFM 2bbl, a Mallory 4309 FP regulator, and a Dura Spark dist/ign box.  Very simple.
I could have used that info 16 years ago so I could have fixed it and kept my first 5.0 T-bird.

A CFI Conundrum

Reply #19 –
And a mechanical fuel pump.
Current: 1986 Thunderbird, 105k 3.8/C5, 2 tone  Midnight Wine/Medium Taupe, wing windows, wire wheel covers.


Former: 1985 Cougar GS 115k Oxford White/Regatta Blue, 5.0, full console, 14" 8 hole aluminum T-Bird rims, Edelbrock valve covers.

A CFI Conundrum

Reply #20 –
Quote from: tbolt64;430979

I may make an EGR block off plate and stick it between the EGR and intake and see if that eliminates the super lean problem that the car has when it chokes out and dies... Lean-ness is what would make the Cats smoke - REALLY high exhaust temps due to too much oxygen in the air/fuel mixture.

I doubt that's your problem, open EGR actually enriches the mixture, slightly...

I'd be looking at the vac & electrical connections at the MAP, it's only thing I've seen that will cherry cats, creates a too rich condition...

A CFI Conundrum

Reply #21 –
Quote from: White85GS;430983
And a mechanical fuel pump.
  Why?
84 COUGAR/90 HO, 1.7RRs, performer RPM,700DP, equal length shorties, stainless EXH ,T-5,Hurst pro-billet, KC clutch, 8.8/ 4.10s, line-lok, bla ,bla, bla.
71 COMET/289,351w heads, 12.5 TRWs, 750DP, Liberty TL, 9"/6.00s, 11.9x @112 , bla,bla,bla.

Never shoot your mouth off, unless your brain is loaded! ....I may get older, but I'll never grow up!....If you're not laughing, you're not living!  :laughing:

A CFI Conundrum

Reply #22 –
Because he doesn't read responses.
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

A CFI Conundrum

Reply #23 –
ah, shiznit I forgot that I already said that, and that is was also said that it wouldn't be necessary.
Current: 1986 Thunderbird, 105k 3.8/C5, 2 tone  Midnight Wine/Medium Taupe, wing windows, wire wheel covers.


Former: 1985 Cougar GS 115k Oxford White/Regatta Blue, 5.0, full console, 14" 8 hole aluminum T-Bird rims, Edelbrock valve covers.

A CFI Conundrum

Reply #24 –
Quote from: White85GS;431025
ah, shiznit I forgot that I already said that, and that is was also said that it wouldn't be necessary.
.....don't worry about it.....BTDT...Lol....:cheers:
84 COUGAR/90 HO, 1.7RRs, performer RPM,700DP, equal length shorties, stainless EXH ,T-5,Hurst pro-billet, KC clutch, 8.8/ 4.10s, line-lok, bla ,bla, bla.
71 COMET/289,351w heads, 12.5 TRWs, 750DP, Liberty TL, 9"/6.00s, 11.9x @112 , bla,bla,bla.

Never shoot your mouth off, unless your brain is loaded! ....I may get older, but I'll never grow up!....If you're not laughing, you're not living!  :laughing:

A CFI Conundrum

Reply #25 –
Turbo, I fail to see how an open EGR would richen the air/fuel charge, especially when the ECM would think it to be closed? A stuck EGR is just adding extra air to the mix, potentially a 5/16" to 3/8" vacuum leak were it wide open, one so large I doubt the MAP can signal the injectors to increase injector duty cycle to compensate for as speed density fuel injection systems are limited in their ability to adapt to such problems.

Unfortunately I don't do this stuff everyday anymore... I am now an "extra hazard" sprinkler tech so I could very easily be wrong.

Hot Catalytic converters are a product of extremely high O2 levels in the combustion mix, thus a lean condition. Like with an furnace, it gets hotter when extra air is forced into a fire while the fuel levels for the fire remain the same, like when a black smith uses bellows to superheat his fire to better melt iron ore.  A fire with more fuel and less oxygen is cooler.

A CFI Conundrum

Reply #26 –
Quote from: tbolt64;431048
Turbo, I fail to see how an open EGR would richen the air/fuel charge, especially when the ECM would think it to be closed? A stuck EGR is just adding extra air to the mix, potentially a 5/16" to 3/8" vacuum leak were it wide open, one so large I doubt the MAP can signal the injectors to increase injector duty cycle to compensate for as speed density fuel injection systems are limited in their ability to adapt to such problems.

There is no oxygen in the exhaust gas, so mixture goes slightly richer, cools exhaust reduces NOx emissions...

Believe me on the MAP, I've cherried the cats a couple times, a Turbo four will do same if the VAM sticks open... Got the T-Shirt for that one as well...