Anybody ever tried to swap a GT Throttle Body onto an F-150 Romeo Intake? I'm also thinking about swapping the entire intake just for fun...assuming I can figure out if the GT Intake will land on my Romeo heads without too much fuss. I suppose there's always the PI option on Intake but that still won't answer my question on the Throttle Body. I'm really liking what I've seen of the CAI on the GT and I'm *seriously* PO'd about all the EGR issues I'm having with my 4.6L. Looks like the GT is a simpler system and easier to maintain. Any thoughts?

~dsf

 

Reading your post brings up some questions.
What issue are you having with the EGR system?
Maybe we can help.
Changing over the intake is more hassle than it's worth.
You will lose low end torque by the change to short runners and larger throttle body area.
You might gain a little at the top end but you don't run there as a rule.
The truck is not a Mustang for the purpose.
It weighs about 5000 pounds +/- depending on the year and model.
You need the low end torque.
Good luck..

 

Bluegrass7, I'll post my EGR problems in a different thread and put your name in the Subject.

 

The stock air intake on these trucks are a true cold air intake, The draw the much cooler air from the fender well. And are tuned for low end torque. That after market CIA on the mustang will draw the hotter air from under the hood. But if looks is more important then by all means go fore it

 

Actually, kd4gij, the CAI on the '02 Mustang GT gets air from exactly the same place the stock F-150 gets it from, except that it draws it from the passenger side rather than the driver's side due to the way that the TBI is set up along with how the throttle and cruise control cables are configured. In this particular case, the filter itself is an aftermarket and has been relocated completely outside the engine compartment in a small box enclosure just forward of the passenger side forward tire. I've heard good and bad on the CAI with some saying there's a 10 - 20 percent increase in power with an added 1 - 2 mpg and others saying the CAI filters get dirty so quickly, especially in the truck platforms that any noticeable hp gains quickly become negligible and then the same dirty filters feed dirty air to the TBI which then kills cylinder walls et al. What I like about the GT CAI is the way that the EGR hoses are run without all the twists and turns and 90deg curves in hoses that are on my F-150. However, as Bluegrass7 said, the GT TBI is tuned completely different and set up for top end rather than low end....pretty much the end of story for me since this is a farm truck and daily driver. Or would be, if I could figure out my herky-jerk issues.

 

I have owed and built mustangs and ford trucks since 1970. Have an 06 mustang GT and 99 f150 now. With out the tune for my CAI on the mustang horse power and torque is down from stock. But with the tune it really comes alive at top end. With Mustang ford leaves a lot on the table because of EPA reg. On there trucks they do a great job of getting the max low end torque out of the motors. I run across a lot of people that don't under stand why the mods that work so well on the mustang have an adverse affect on the truck motors.

 

When I thought about the question, and first posed it, I certainly didn't consider the thought that the TBI would be set up completely differently (top end versus low end). I'll post a picture tomorrow of the CAI I found on the yard (02 GT) and why I like it better than what's in my F-150. It doesn't have anything to do with where the air filter is or gets air from; it has everything to do with how the vacuum tubes are routed to the intake and from the valve covers. It's still not going to solve my P0401 code so I'm going to try to hook up the SnapOn tomorrow and see if I can get to that dataset that Bluegrass7 mentioned as my cheapie computer won't go there.

 

As you know the 401 code is a low flow test failure.
You don't need to go deep into more diagnostics to solve the problem for the 401 code.
To speed the diagnostics, start the motor and apply vacuum to the EGR by connecting to the port with a hand vacuum pump.
With the motor running apply about 5 to10 inches of vacuum just enough to open the EGR valve.
If the EGR opens , and exhaust is being drawn into the intake, the idle will get rough.
That is a normal response.
During regular operation under certain driving conditions other parameters change, the engine does not get rough running unless there is some other problem.
If you find this is ok, then the DPFE or the EVR is at fault.
The EVR opens a port to apply vacuum to the EGR under the control of the computer.
The DPFE measures the pressure difference across a disc in the metal pipe to which it is attached by the small hoses and reports the result to the computer as long at it is not faulty.
There is a vacuum check valve and a vacuum can mounted inside the passenger side fender well out of sight that could be a problem.
The 401 test is applied two times for each drive cycle to be sure there is not a moisture blockage due to freezing in one of the lines.
This is all there is to the EGR system except for other tests the program does for other kinds of failures with different codes.
Good luck.

 

Pictures I promised kd4gij:




2002 MustangGT CAI and Throttle Body



2002 MustangGT CAI and Throttle Body



2002 MustangGT CAI and Throttle Body

 

CAI drawing air from inside passenger fenderwell.

 

Same thing I ran on my 89 5.0 except with out the egr lines.