hey guys
I was wondering if anyone could tell me just how hard it is to disconnect my EGR system and remove my air pump and its components completely from my '83 F100 equipped with the 300. I dont need any of it because i live in florida and i want it out of the way. I know I might can use a spacer form a non catalyst truck but if i cant find one what can i do to the existing one to make it work?
thanks
Boss300
Baby Blue '83 F100
3.70 auburn 9"rear
3 on the tree
300 inline six
2" lift with 31's

 

Hey Boss:
! got an 86 that was built in late 85. So it has a carb. I removed all this stuff, too. Crimped the AIR pipe off where it went into the CAT. Removed the pump and plugged the vac lines. Removed the EGR and made a simple flat plate to block off the ports and used a new gasket. Put pipe plugs in the holes that were threaded in the EGR adapter and in the Ex man where the EGR tube came out. I think they were all 3/4 pipe thread. Keeping the EGR adapter underneath the carb gives a place for the gas that drips out of the carb a place to go instead of dripping on the exhaust.
It just don't make sense to pump fresh air into the exhaust, and send exhaust into the intake. This sounds like something the gov't would come up with!
If you get a chance, remove the intake manifold and try to get some of the crud off the runners in the head and off the valve stems and heads. All that exhaust that goes thru there really gunks it up and after the EGR ain't there anymore, this stuff won't collect.
Frank

 

There's lots of spacers out there, I'll keep my eye out for one. Best thing to do is plug the plenum (between the carb and intake) and exhaust manifold. Diconnect the EGR and Air pump. Simply plug the lines. Remember some of us still need some of the components you're running on your truck. Especially in CA and in Canada. Remember what you do, someday you may have to get it all working again given the clean air intiatives and all. Don't throw it in the trash!

 

[font size="1" color="#FF0000"]LAST EDITED ON 02-Aug-01 AT 11:11 AM (EST)[/font][p]There are 85 and 86 Non-Emissions F150's out there. I have a HD that was laden with LD 300 emissions junk(it was swapped in my parts truck from an F600.) The EGR was already disconnected and the air pump was gone, so I wanted to get rid of the ugly looking EGR spacer, so, I grabbed the carb spacer off of a Non-Catalist truck, it only has a port for the PCV valve on it. Then I ordered a set of headers, and things downhill from there
And, BTW, the 300 didn't go EFI until 1987, and,
the only place in Canada I know of that has emissions inspections is the Toronto area. Here in Nova Scotia, we have yearly safety isnpections, but that's it, and outside of Urban Ontario, there are no inspections what so ever. I'm not sure about the rest of the country though.
Evan MacDonald
82 F100 FlareSide 2wd
HD 300-6 9.5:1 CR
Clifford 270H cam
Hedman Hedder
SBC valved 66 240 head
Headlight Relays - Delanty Style
NP435(6.69 low)
3.55 Geared ARB'd 9"
31x10.50/15 Cooper Discoverer LT's

 

The EFI was an option in 1986. I don't know if it was the full-tilt-boogie MPI like the 887-96 have, but it was offered (perhaps they did a CFI with it?)....


-=Whittey=-

 

Whittey, I have a new cars 87 Popular Mechanics with a big section on the "New, BMW like 4.9L EFI system"(not an exact quote). The closest thing I know of that Ford used to EFI on the 300 before 87 was the feedback carb with an EEC-IV computer(my 84 had it.) But, now that you mention it, I'll have a look-see at my old mags. But, I'm pretty syre th only 86 with EFI was the 302.
Evan MacDonald
82 F100 FlareSide 2wd
HD 300-6 9.5:1 CR
Clifford 270H cam
Hedman Hedder
SBC valved 66 240 head
Headlight Relays - Delanty Style
NP435(6.69 low)
3.55 Geared ARB'd 9"
31x10.50/15 Cooper Discoverer LT's

 

Ok, here we go, straight from page 69 of the October 1986 Popular Science "Though all the emissions work is not complete, Ford looks fo a 16-percent increase in horsepower and a 6-percent improvement in torque over last years 4.9 with a carburator" That is referring to the 87 model year, and that article is teh only time I read BMW and Ford 300 in the same line....
Evan

 

I recall reading this when I had EGR problems. EGR is not just for emissions:

http://www.niehoff.com/cprotest/cpc9b.html

"Too little exhaust gas at the wrong time will cause very high burn temperatures, produce NOx emissions and create combustion chamber conditions severe enough to cause pinging. It is important to remember this somewhat obscure fact: EGR systems are not only emission controls; they are also a means of lowering peak combustion temperatures to protect the engine from preignition or detonation when using today's low octane fuels. Thus, if you "defeat" the EGR system, you can also seriously decrease engine performance and life."


1985 F150 4.9l 300CID
EEC IV Carter 1 barrel feedback Carb
TFI, 3 speed

 

Has anyone had a problem with their engine pinging after the EGR was removed? I dont see how this is possible. Also what did it do to your guy's gas mileage?
Boss300
Baby Blue '83 F100
3.70 auburn 9"rear
3 on the tree
300 inline six
2" lift with 31's

 

IMHO, They want you to keep the emmissions stuff, and buy replacement parts.
BUT, Mine is an 85-86 Bronco, TFI, feedback carb, 4 speed OD. When I removed the TFI, feedback carb, air pump and EGR,it only will ping if I advance the timing past where it's happy. I am now using a YF regular carb, and with a points ignition did get like 16+ MPG on highway driving. I recently put a Duraspark controlled by an MSD-6A and found the mileage went down slightly on the same 350 mile trip. To like 15.8. BUT it starts easier and has better low speed response than the points ignition. Highway driving seems the same amount of power. With the TFI, it would not be happy when the engine was cold, would always stall at least once in the first 1/2 mile of driving. Also the hot idle was rough and the longer it ran the worse it got. Not a problem now with the MSD-Duraspark.
I can't see any downside to removing the EGR.
If you still had the TFI and feedback carb, would'nt the O2 sensor figure out the mixture correctly if it no longer had the ex going into the intake? And since it's not putting ex into the intake all the time anyway, only under certain vacumn and temp conditions, the O2 sensor tells the computer to control the mixture to compensate?
And doesn't the computer tell the TFI what to put the timing at for emmissions reasons? which is probably more retarded than the engine can probably stand (meaning it would be happier with a little more advance).
Frank

 

 

dose anyone know where the egr sensor is on 2005 6.0 excursion? How to remove,and if i can leave it off? any damage or change. My first diesel so far so good, i think!

 

Wow, about 9years out of left field on that one- Try the 6.0 Powerstroke forum, it's in the next section up from this one.

 

[quote=Boss300;442530]hey guys
I was wondering if anyone could tell me just how hard it is to disconnect my EGR system and remove my air pump and its components completely from my '83 F100 equipped with the 300. I dont need any of it because i live in florida and i want it out of the way. I know I might can use a spacer form a non catalyst truck but if i cant find one what can i do to the existing one to make it work?
thanks

Hey Boss,
I realize you walked this road quite a few years ago but am going through something similar myself now.
Truck is an 83 Bronco, 300-6 w/Tremec 3-spd OD manual trans.
Last weekend my son and I installed the castiron exhaust manifols (2 of 'em) off an EFI engine, along with a the correct new dual inlet header pipe.
I just got back from the muffler shop after having a new 2.5" muffler and 3" tailpipe installed. It sounds quiet except at idle and there's a noticeable performance improvement.
Here's the dilemma:
We ALSO removed the air pump, associated plumbing and the EGR stuff.
What I need NOW is a 1.5" carb-to-intake spacer so I can permanently ditch the EGR plate between the carb and intake.
Any ideas where I might find the spacer??
Just spent the lest 3 hours looking online and come up empty, kinda like the local NAPA store.
Any help'd be greatly appreciated.
TIA

Rok
La Center, WA
83 Bronco: 300-6, 2 keys and a heater
76 F150: 360 with 4 good cylinders left
rokkinhorse at comcast dot net

 

i removed the smog pump, blocked off egr, and removed all the vacuum lines.

i had a problem setting the timing also...when it idled and pulled great off the line it would ping on the highway, to get rid of the highway ping it was a dog off the line. i Talked to a local carb shop and he said to try running without the vacuum advance, i did this last year and havent had anymore issues with pinging. I'm sure if i recurved my dizzy or found one from a pre-emissions truck i could hook the vacuum advance back up and be fine. but as it stands it runs great but i did lose about 2MPG.