What did you do with your Thunderbird Today?

I'm out pumping gas. Can #3, lol. This one seems less syrupy ,lol.
 
@XR7-4.6 what you got going on?? Looks dope. Your running coil packs??

Got the bird running today, finally got the correct BOV spring and grounded the coil pack to the starter. Runs waaaay better. Still needs tune tho.

Question, i somewhat remember you guys sayin it’s better to tune one thing at a time? Like tune mad first then install injectors and tune for that after. On the SCT program it has value files for both the MAF and 47lb injectors.
 
Oil change. The 4th with Valvoline Restore & Protect. It continues to come out  very dirty, which I suppose means is working as designed.

Instead of using the usual Motorcraft filter, I went for the blue Fram, which is their highest end filter. They're currently $5 at Walmart, apparently because Walmart will stop carrying the blue line (?).
 
Grog6 said:
I'm out pumping gas. Can #3, lol. This one seems less syrupy ,lol.
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At what point do you say enough old gas varnish has been removed from the tank that you can dilute what's left with fresh gas to pump out more quickly? :)

Chingon1 said:
Got the bird running today, finally got the correct BOV spring and grounded the coil pack to the starter. Runs waaaay better. Still needs tune tho.

Question, i somewhat remember you guys sayin it’s better to tune one thing at a time? Like tune mad first then install injectors and tune for that after. On the SCT program it has value files for both the MAF and 47lb injectors.
Click to expand...

The reverse is true; if you intend to upgrade MAF and injectors, get a tune for both at the same time, and install both at the same time.

When tuning it can sometimes be advantageous to install one part at a time to help dial it in better, but with better value files for the parts it's not super necessary.
 
Chingon1 said:
@XR7-4.6 what you got going on?? Looks dope. Your running coil packs??

Got the bird running today, finally got the correct BOV spring and grounded the coil pack to the starter. Runs waaaay better. Still needs tune tho.

Question, i somewhat remember you guys sayin it’s better to tune one thing at a time? Like tune mad first then install injectors and tune for that after. On the SCT program it has value files for both the MAF and 47lb injectors.
Click to expand...
what blower and cams are you using that need 47# injectors?
 
It's also advantageous to have an oversized injector, within reason (do the math to calculate the minimum fuel delivery required by your engine combo and compare that against the minimum deliverable fuel of your injector). Doing so allows you to get all the fuel required at WOT delivered at the most opportune time during the intake stroke for optimal atomization and mixing ahead of combustion.
 
I went thru all the calcs on the pi, and went to 24's. I bought a set of 39's to use with the eaton blower; both are overkill.
When I threw 24s on Lazarus, with pi intake and cams, it was too rich even at minimum open duration. on both the eec, and the wideband. 47's are a lot of fuel, thus my question.
 
My SC came with 36# and that's on a V6. 🤣

My SS runs LS9 52# with a 2.3L SC on top of a 6.2L. 🤔
 
seems reasonable, for blown engines.
I saw a gto with a blown 455 at the track; dude said his injectors were 250#. He was on the wheelie bars until he shifted.
Beautiful 4 eyed goat. He was running 10's.
 
Grog6 said:
I went thru all the calcs on the pi, and went to 24's. I bought a set of 39's to use with the eaton blower; both are overkill.
When I threw 24s on Lazarus, with pi intake and cams, it was too rich even at minimum open duration. on both the eec, and the wideband. 47's are a lot of fuel, thus my question.
Click to expand...

I’m putting #39s in when I put the engine back together this weekend(🤞) I’ll be playing with the injector delay table in the tune so bigger injectors to spray more fuel in less time is the goal to keep it all from being sucked out the exhaust during overlap
 
Grog6 said:
I went thru all the calcs on the pi, and went to 24's. I bought a set of 39's to use with the eaton blower; both are overkill.
When I threw 24s on Lazarus, with pi intake and cams, it was too rich even at minimum open duration. on both the eec, and the wideband. 47's are a lot of fuel, thus my question.
Click to expand...

Something else must have been going on to cause the overrich here (e.g. sticky injectors that didn't respond/close right away or predictably).

A factory 4v, or an npi, or a pi 2v all suck about the same amount of air (and requires the same amount of fuel) at idle, meaning the idle pulsewidth of 19s, 21s, 24s etc. gets progressively shorter and proves that any of these injectors are sufficiently "small" to run on any of these engines. None of the factory engines with those injectors run rich at idle, so again I postulate another problem must have been the cause of your experience that was not "injectors too big for application". 🤔
 
I'll have to look carefully at those tunes. I agree, fueling is timex flow, so something was off with one of the two. I'm using a different set of 24's on the pi, so if it works fine, the injectors may have a prob. I only measured them at 80%, when I cleaned them. I also have a later set, with the dual pattern to use on the 4v heads. Put one spray on each valve. :)

I'm working on a set of bike carbs for a buddy today; buggered phillips screws; I'm going for the dremel at this point.
Did I ever mention, I hate carbs? :)
 
1997ThunderbirdLXV6 said:
Yeah, at some point during the production run, they eliminated the turquoise feet. My emblem is PlastiDipped in black, which is surprisingly durable.
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I actually have a 96/97 bumper on my 94 SC with no grille / emblem ( weight savings 🤭 ) it had a chrome emblem. Also, a 96/97 SVE replica front bumper on my 90 DOHC with turquoise feet emblem. 😉
 
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