Skip to main content

Messages

This section allows you to view all Messages made by this member. Note that you can only see Messages made in areas you currently have access to.

Messages - softtouch

62
Engine Tech / Re: 3.8L Mechanical Fuel Pump interchangeability ?
From the '94 T-Bird shop Manual 3.8L V6:
RWD, Roller Cam, No Balance Shaft, Sequential Multiport Fuel Injection, Injectors in the Head above the Intake Valve,,
Removable distributor drive gear on front of the cam shaft, Part # 6255
Bolt/washer on end of cam shaft, Part # N806049-S2

65
Engine Tech / Re: 3.8L Mechanical Fuel Pump interchangeability ?
Posting some pics from the 84 Shop Manual.
They still made the Carb version of the 3.8 V6 in 84 & 85 for sale in Canada.
The mechanical fuel pump and the distributor  are in the timing chain cover (they call it the front cover).
The pump actuating eccentric is part of the cam shaft. Not a bolt on like the V8s.
Makes sense they would make a cover for the pump hole when they were making the same engine for the CFI version.
How long the actuating eccentric stayed on the cam shaft is another question.  Note: Click pic corner arrow to make more readable.

66
Engine Tech / Re: Proper injectors for stock Speed Density 5.0
After re-reading the whole thread, your fuel pressure checks in post #9 indicate the regulator has vacuum and is working  fine.
Sorry, I'm an old coot and can't remember what I read back in June.
68
Engine Tech / Re: Proper injectors for stock Speed Density 5.0
The smog pump (thermactor) system not working will not cause your problem.
Is it possible your smog delete procedure screwed up some other systems? Give us the details of your smog delete and maybe we can spot something.

Yes, running rich can cause the cats to overheat and eventually ruin them.

Your idea that the O2's getting carboned-up and causing the EEC to dump in more fuel, I'm having trouble with that theory.
The O2 measures the difference in oxygen content between the exhaust and the ambient air.
A big difference means rich and a small difference means lean. If the sensor is carboned over so it can't sense anything, this would be a big difference and the EEC would cut back on the fuel.

KOER does change the idle speed as part of it's tests.

Check your fuel pressure. The no vacuum pressure is 39 psi.
 
Let KOER complete it's tests.

73
Engine Tech / Re: Proper injectors for stock Speed Density 5.0
Code 18 R SPOUT c°ircuit open during self test (Check the jumper plug)
Code 18 M Loss of signal from coil negative, Ignition diagnostic monitor. Or spout grounded.

code 21 O&R ECT out of test range.
   To pass test, coolant temp must be:
   KOEO- 50° F to 240° F
   KOER- 180° F to 240° F
Code 41 R  Right O2 sensor shows lean
Code 41 M  Right O2 sensor not switching (stays lean for 15 seconds or more)
Code 42  R  Right O2 sensor shows rich
Code 42  M  Right O2 sensor not switching (stays rich for 15 seconds or more)
Code 91  R   Left O2 sensor shows lean
Code 91  M  Left O2 sensor not switching (Stays lean for 15 seconds or more)
Code 92  R   Left O2 sensor shows rich
Code 92  M  Left O2 sensor not switching (Stays rich for 15 seconds or longer)
74
Engine Tech / Re: Proper injectors for stock Speed Density 5.0
I was too quick to jump on the ECT as your cause of running rich.
First we have to sort out when you got the codes.
The codes can have different meanings depending on when you got them.
For example, if you only got the 21 code from KOER, it means you didn't warm up the engine before running the test.

KOEO (Key On Engine Off)
Memory
KOER (Key On Engine Running)

KOEO runs self tests then presents on-demand codes (O). After a single separator pulse. presents memory codes(M).
KOER presents an engine code, 4 for 8 cylinder. Then runs tests and presents running codes(R).
75
Engine Tech / Re: Proper injectors for stock Speed Density 5.0
I would check the ECT first.
It will have a 2 wire connecter. BK/W and LG/Y wires.
If the one of the wires is broke, this will indicate to the EEC that the engine is super cold.

The ECT resistance range needed to pass the KOEO test  : 50°F = 58.75 K ohms,  220° F = 1.84 K ohms.