Well, that's all food for thought. I'm still a little ways off from having to make any firm decisions, but I'm gathering parts and trying to develop a plan for what I want and what I want it to do when I'm finished. I realize that you're partial to speed density, but exactly what kind of tuning problems could I expect to run into with mass air? The money you are talking about for a custom speed density chip and the custom tweaking is the same that I could likely expect to get for a used mass air conversion kit. I'm not looking for the horsepower numbers from mine that you are, but I do NOT want to be embarrassed by any punks in Hondas at stoplights, either. Here;s a bit about what i'm working with: I'm likely going to run a set of D0OE heads with some basic port matching and a little work on the thermactor bumps in the exhaust ports, flat top pistons, a mild cam, and headers/duals. None of the other stuff affects airflow through the engine. The intakes/fuel system/distributor came out of a '90 van and the harness is out of an '89 5.0 F-150. (The van harness is too short and all the connectors are in front of the engine) If I run the mass air conversion, it'll be for a 5.0 manual F-150. I had planned to order a 302 cam to maintain the true sequential injection without cutting up the harness to change the firing order. Thanks again for the pointers. If it weren't for you guys, I'd probably stick to a carburetor.

 

the main thing that will aggrivate the speed density is the cam. as long as you dont get too crazy you can just have a good tuner burn you a chip and forget the dyno session. like i said just tell the cam maker what you want and hell grind a cam that will not kill the driveability. then the tuner will add fuel and timing where he thinks you will need it based on your can and head specs. an adjustable fuel pressure regulator will be needed also to help tailor the fuel curve and prevent starvation at the top of gears etc. so basically youve gotta get the combo going and see how far a chip will take you. but it doesnt seem like you want a radical 400hp street terror. i dont think mass air is in your future.

 

I want a radical 400 (actually maybe 450hp) Street Terror.

I was thinking of porting and polishing my heads (or are there better ones than my 97 460's for a similar price?), good cam, maybe 0.030, or 0.050 over, 1972 timing chain set and 42 lb-hr injectors. I have tri-y headers and dual exhaust now, and will need a chip to top it off. The heads and cam are what will be the biggest bread winners right?

So lightning2fast, am I on the right track for 400+ hp?

 

[updated:LAST EDITED ON 23-May-02 AT 02:40 PM (EST)]>code 31 is for the evp. egr valve position sensor. im 99%
>sure that the evp is bad. its the little white plastic
>sensor on top of the egr valve. ive seen enough of them at
>the dealer to be confident enough thats what it is. id go
>ahead and replace it. its not too expensive. just replace
>it and disconnect the battery for a few minutes.


hey lightning. i guess i should have elaborated a little but i have a long post going on already about code 31. i already replaced the evp cause like you was 99% sure and it wasn't too expensive. still no fix. have cleared all codes too. also replaced egr regulator. no difference. replaced green hard plastic vacuum hose from egr to egr regulator also. no difference. my egr is the EEGR and is not serviceable apparently but it is also pretty new. new EGR tube to the manifold too. like i said totally stumped. i do not have the ability to test voltages at sensor etc yet. guess i have to learn quick or go to the mechanic. i have good acceleration but a rough idle on start-up and the "chuck engine" on 24/7. mileage is down.
i'll let you all know what it was when i fix it. probably something really stupid/simple!
Rusty,

oh hey, i wanted to ask you how your mileage and emissions hold up under your SD system?

 

 

Me, too lightning! I've got another query too, if you're still around. You speak highly of having a chip burnt. I was under the impression that Ford soldered the chips into the computer chassis. Where does the new chip go? Does it sandwich between the main harness and the ECM like the mass air conversion adapter does?

 

there is a small "door" on the back of the pck. you have to separate the top and bottom of the pcm to remove this door. it will expose the contacts for the chip. the chip has female prongs and it plugs in here.

 

Any of you guys know what the part # is for the mass air conversion for a 5.8L/AT M-9000-??? TIA