Fuel pressure sender

Lurch Wrote:
-------------------------------------------------------
> Right on, John. Another trick I did on the VW for
> wacky enrichment was to put a potentiometer on the
> dash wired to the coolant temp sensor. Don't know
> if the Ford EEC adds fuel for warm up, but if they
> do, you could do that too for a bit more fuel.
>
> The Protege originally used an EEC V and I had to
> add an adjus. fpr on that, too.
>
> Lurch
> Eric Burmeister
> Greatlakesknowitallatlarge
> Dee-troit
> Still work at Ford...for now...check back
> tomorrow.

Sounds like a great way to fuck over a perfectly good engine. The EEC-IV gets really pissed off when the cool temp isn't working right. Remember these things don't see boost and you could end up with a stupid about of timing advance doing this. Just add an adjustable regulator, they are practically free from any CFI (looks like carb with 2 injectors in the top)Ford in the pick-n-pull. Just add a hose barb for boost reference.

---

Scott Manley
Spokane, WA
86' XR4Ti
37

Okay. That is why I prefaced by saying I don't know if it would work for the Ford EEC.

---

Lurch
Eric Burmeister
The west coast...of Michigan

Sorry Eric- That may have come across a bit harsh.

---

Scott Manley
Spokane, WA
86' XR4Ti
37

Scott Manley Wrote:
-------------------------------------------------------
> Sorry Eric- That may have come across a bit harsh.
>
>
> Scott Manley
> Spokane, WA
> 86' XR4Ti
> 32
It did.
Lurchie-Poo, remember Scots works fixing Esspresso machines here in the NW where drinking double and tripple shots is REQUIRED BY LAW, and naturellement, he has to slurp down easily 15-20 cups a day.

I'll bitch slap him next time I see him for harshing your mellow!

---

John Vanlandingham
Sleezattle, WA, USA

Vive le Prole-le-ralliat

www.rallyrace.net/jvab
CALL +1 206 431-9696
Remember! Pacific Standard Time
is 3 hours behind Eastern Standard Time.

Bah. I can take it. At least he didn't tell me to shut the f*** up.

---

Lurch
Eric Burmeister
The west coast...of Michigan

Lurch Wrote:
-------------------------------------------------------
> Bah. I can take it. At least he didn't tell me
> to shut the f*** up.

It could be arranged. Just post THREE HUNDRED FIFTY posts about the Maz-dog problems you've had....
>
>
>
> Lurch
> Eric Burmeister
> Greatlakesknowitallatlarge
> Dee-troit
> Still work at Ford...for now...check back
> tomorrow.

---

John Vanlandingham
Sleezattle, WA, USA

Vive le Prole-le-ralliat

www.rallyrace.net/jvab
CALL +1 206 431-9696
Remember! Pacific Standard Time
is 3 hours behind Eastern Standard Time.

You mean steering/susp. geometry problems? Or engine management problems? Or maybe sump/pickup fitment problems? Oh, you must be talking about turbocharger/manifold problems. Cooling problems? Clutch problems? Perhaps fuel pump problems. Dash display problems? Electrical/wire harness problems? Maybe garnet left in the cylinder head and cam ground to shit and need to rebuild engine after first dyno session problems. Blowing turbocharger OFF the engine at Pikes Peak problems? Faulty CV boot destroying expensive custom axle problems? Wheel supplier 4 months late on delivery problems?

We're just scratching the surface.

Please, which problems are you referring to, John?

---

Lurch
Eric Burmeister
The west coast...of Michigan

Hahahah how did you blow the turbo off ???

---

www.rallyrace.net

Eric !!!

Dammit stop making fun of my 04-05 seasons. It's not cool to talk about another rallyists season in that kind of humourous way.

OH wait, I wasn't at Pikes Peak.

---

Cheers
M.Samli
Phoenix AZ
Gaylant VR4
EVO III GSR (Stolen)


Rallies are no place for traitors

A combination of way wrong turbo spec, less efficient manifold design, badly misfiring engine, lack of manifold brace, less than secure engine mounting, etc.

Ripped the studs right out of the manifold...and they were welded in.

---

Lurch
Eric Burmeister
The west coast...of Michigan

Lurch Wrote:
-------------------------------------------------------
> You mean steering/susp. geometry problems? Or
> engine management problems? Or maybe sump/pickup
> fitment problems? Oh, you must be talking about
> turbocharger/manifold problems. Cooling problems?
> Clutch problems? Perhaps fuel pump problems.
> Dash display problems? Electrical/wire harness
> problems? Maybe garnet left in the cylinder head
> and cam ground to shit and need to rebuild engine
> after first dyno session problems. Blowing
> turbocharger OFF the engine at Pikes Peak
> problems? Faulty CV boot destroying expensive
> custom axle problems? Wheel supplier 4 months
> late on delivery problems?
>
> We're just scratching the surface.
>
> Please, which problems are you referring to, John?

So Lurchie, want your own personal forum where you can piss and moan and talk about suing everybody in sight cause it all went wrong?

It can be arranged!
>
>
>
>
>
> Lurch
> Eric Burmeister
> Greatlakesknowitallatlarge
> Dee-troit
> Still work at Ford...for now...check back
> tomorrow.

---

John Vanlandingham
Sleezattle, WA, USA

Vive le Prole-le-ralliat

www.rallyrace.net/jvab
CALL +1 206 431-9696
Remember! Pacific Standard Time
is 3 hours behind Eastern Standard Time.

Nope. Part of the learning curve. I bit off a big chunk. A couple times I thought maybe a bit too much.

If it were easy, every jackass would do it. This jackass has learned some valuable lessons during this project.

---

Lurch
Eric Burmeister
The west coast...of Michigan

I thought "more jackasses" was the answer to all of rally's problems.
(I'm not going to mention the "free SCCA membership with every new Subaru" program here. OH NO I JUST DID)

I love the intro to Ford Motorsport's "How To Prepare a Car for Rallying"

Quote

"Unlike any other sport it demands of the competitor a great deal of understanding about a large variety of technical subjects and conditions. It is the enthusiast who builds and prepares, as well as competes with his own car, who has the edge on many of his fellow competitors. Events are not only won in the forest, they can be won in the workshop, where, with total dedication and unfailing application, the machine is fine honed for the task in hand. The better the level of preparation and the greater number of hours spent on it will pay off when the moment of truth is near."

Keeps me going at least

---

www.rallyrace.net



Edited 2 time(s). Last edit at 03/10/2006 01:34AM by Skye.

I actually had a much longer post about jerryrigging stock EFI, and somehow widdled it down to the one sentence. So John was partially correct, only in this case I hadn't had enough coffee yet. But really I'm a tea drinker. But John should know that, I brought him a proper tea pot. Who knows if he uses it.

Ditto, Skye




john vanlandingham Wrote:
-------------------------------------------------------
> Lurch Wrote:
> --------------------------------------------------
> -----
> > Bah. I can take it. At least he didn't tell
> me
> > to shut the f*** up.
>
> It could be arranged. Just post THREE HUNDRED
> FIFTY posts about the Maz-dog problems you've
> had....
> >
> >
> >
> > Lurch
> > Eric Burmeister
> > Greatlakesknowitallatlarge
> > Dee-troit
> > Still work at Ford...for now...check back
> > tomorrow.
>
>
>
>
> John Vanlandingham
> Sleezattle, WA, USA
>
> Vive le Prole-le-ralliat
>
> www.jvab.f4.ca

---

Scott Manley
Spokane, WA
86' XR4Ti
37

nick the brit Wrote:
> What should I be looking at mounting in the car?
> I have a fuel pressure gauge, voltmeter, Exhaust
> gas temp gauge, boost gauge, oil temp, water temp
> available to use.

I would place oil pressure...with a low pressure idiot light...high above voltmeter, EGT, and oil temp. Probably what I figure the most important 2 guages are engine temp and oil pressure. Depending on the engine, perhaps a tach or shift light may be necessary, but not really. I'd actually place a speedo above the tach, so you don't get caught by nazi o-controls. Then maybe fuel pressure gauge.

EGTs and AFRs are used for tuning. Once the thing runs right, get em out of there. Voltmeters are cheezy entertainment. Just get a one wire alternator system that runs thru a redlight. Then you know if something is wrong with the charger (light comes on). Actual volts aren't necessary...if you have a charging problem, tape up the brake light switch, turn the fans off, turn the interior fans and codriver toys off, turn the lights off, and tiptoe back to service on one fuel pump. (you do have a spare alternator and battery at service, don't you?)

I agree that the "ding, fries are done" dash displays are a bit overkill, but they have their place. Consider my new car. We already were committed to using an aftermarket ecu. The dash picks up all the ECU channels thru the CAN bus and I don't have to wire a single gauge...it picks up revs, speed, gear (calculated, cuz I don't have a gear sensor), engine temp, oil pres., boost, or ANY channel I want to display out of my ECU and displays it. No extra sensors other than the fuel level. Much easier to do this when wiring a car from scratch.

Cost on the unit was about what it would cost for all the gauges, though if I were using conventional guages, I'd use less. It has goofy shiftlights built in (which I use more than the tach) and alarm lights that are settable to whatever channels you want to monitor at whatever value you want them to go off. Consdering time and work involved with wiring all the gauges, this made sense for me.

That said, I still prefer looking at analog gauges.

---

Lurch
Eric Burmeister
The west coast...of Michigan