skullandbones

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Well, just as I thought, the timing isn't bad for a start. It turned out to be about 10 degrees with the SPOUT disconnected (basic timing). So I will not make any changes until I have a chance to test dirve. Getting the cold air kit permanently installed was my next task. On the start up video it was sticking up in the air but I planned on running it through the hole in the passenger F panel to the wheel well as pictured. I decided on a recalibrated MAF sensor from Summit that is 75mm and calibrated for 24 lb injectors and cold air kit. One thing Ford Racing and others recommend (if you are using factory tuned EEC) is to keep your MAF as close to stock positioning as you can. I used the stock air tubes between the MAF and the trottle body with a small additional sleeve. Also, it is recommended that you install at least a 6 to 8 in straight tube the size of the opening of the MAF before any curves in the tube going to the air filter. So I have about 7 inches of 3 in diameter tubing and then a bend out to the air filter in the wheel well. This is to reduce the air turbuence which could result in a slow down of the air steam to the MAF sensor which could lower the voltage signal to the EEC (lean AFR). Since this reading is the most critical for the EEC IV system, it is important to create a close to stock environment for this sensor. The MAF is calibrated on a flow bench to mimic the optimal 19 lb injector voltage readings even though the air flow will be as much as 26 % more with the new components. However, the new readings will be interpreted the same as the curve for the smaller injectors e.g. the WOT point on new calibration will correspond to the old curve and give the same voltage input to the computer. This occurs all along the curve down to the very low readings (0.5). This is an important reason for the MAF to be sized as small as possible for the new components so the lower sensitivity readings at the idle level of the curve will be sensitive enough to allow for smooth street behavior. I could have gone with a smaller TB but then it would not have port matched intake so this optimizes the air flow for the overall design. There appears to be enough potential air flow plus some extra (according to TB compared to 302 8 cyl cycle) without over sizing it (like some do when putting too large of a carb on their engine). I will continue to tweek this combo with fuel pressure and fuel octane if necessary to reduce the chance for detonation. I think I need some time on the road to point me in right direction. And of course, some AF monitoring to verify that I'm in the safe zone.