It's been raining here lately, so instead of painting and bodywork, I've been digging around looking for information on improving the engine's Fuel and Emissions efficiency. First of all, I swapped out the 302-V8 and C4 for a recently rebuilt 3.3L (200 ci) I6 and C4. I kept the V8 cross member in case I find a V4 Diesel that will fit (5 year plan). But the Aussies have had EEC IV on their I6 engines (3.8, 3.9, 4.1) for a long time and one Aussie site goes into detail about it: http://www.fordmods.com/forums/documents.php?doc=43 On the otherhand, our F-Series Truck I-Sixes (up to 300 ci) have had them since 1987. Adding Fuel Injection to a car has been around for a long time. Chryslers had them in their 1957 300C as a Stock option! But EFI (Electronic Fuel Injection) from the Factories is more recent (early 80's). http://www.classichemi.com/index1.shtml#Chrysler3 And since it's a complex problem to retrofit a car that wasn't built for it, but is of the vintage when life was simpler, I got to thinking about the Old Fords... http://lists.twistedpair.ca/pipermail/classic-mustangs/2005-June/038595.html http://fordfuelinjection.com/?p=20 http://autos.groups.yahoo.com/group/EECTuner/ I think other old (early 20's) cars and trucks had this too! It was a coax cable attached to the Distributor and mounted at the steering column on the passenger/right side, that the driver could operate like a turn signal (sliding up and down) with a needle pointer (like a torque wrench) pointing to the degrees he set it for. The purpose was to reduce detonation under load (hill climbing, hauling the Mother-In-Law, furniture -whatever). Reading about these on-board computers and their real-time functions and complexity, I found that they seem to try to do what this old $20 solution did for a few decades. Even if you only used when you were driving through the Rockies, Northern Vermont or the Appalachians, with your big-ass family trailer in tow (what are wagons for?), you'd have to save a wad on engine heating, maybe fuel consumption, and likely stress and strain on the ignition system. What I got from reading these EFI/EEC IV sites is that upgrading? to an on-board computer tuner costs a lot of money and adds all kinds of expensive potential to repairs. One EECTuner Yahoo group's opening page shows site-traffic since 1998 or 1999. At its peak, they were getting 3,000 plus hits per month in 2001, this month they got 21 hits and most were talking about engine swaps, not EFI. It means that newer technology is pushing the older 'new tech' aside. It's harder to get parts. I'm going to try the old way. I've got some room on the dashboard or behind the automatic shifter on the 'Tree', and a spare Ford signal switch arm. I'll use an old highschool metal protractor and make an arched scale, and an old hood cable to attach to the distributor. I just have to get one of those swivel clamps (spring-load friction types used on old John Deere or Ford Tractors) and away we go!:banghead3:
It seems to me that Holley used to sell a carberator replacement throttle body (central fuel injection) set up that came with the wiring and a control knob that went on the dash for rich/lean adjustments. The system did not use sensor feedback or a computer. It's a two barrel configuration and was supposed to be very efficient compared to a carb. I was/is expensive, around $1,000 US.
According to this British Model T club - see the Driving section on this page - it was a mechanical advance mechanism: http://www.t-ford.co.uk/car.htm Then on this page, they describe the History of Ignition and Distributor systems, including the new DistributorLESS ones: http://www.motorera.com/history/hist05.htm If you remember the old TORO garden machines, they had a fuel adjustment and a magneto adjustment too. Well, that's the baby I'm looking for. Imagine going back to individual mini-coils on each plug? Isn't that what the DFI systems do? Where's that Model-T wiring diagram again?!!!
Stormin' I don't think you'll ever finish. You must have AADD (adult attention deficit disorder). You haven't even got the engine in and you forward thinking to ever new projects. Where do you find a V4 diesel that will fit in along with the C4? Now manual advance is probably pretty simple but computers are more accurate and fast. Engineering must be in your blood.
I'm suffering from TMTOMH - Too Much Time On My Hands! The frigging rain storms and skeeters are a major pain up here. We've had 3 cases of West Nile Virus in 2 weeks. The City has been ordered to do the entire city AGAIN with Maliathon and two other towns have also been ordered. Anyway, I've been doing the detail work inside - trim refinishing, derusting parts and bolts. The engine has been in since December 24. Then came minus 40C temperatures right through April. I'm growing webbed-feet, already! I do bodywork in the AM until the humidity is below 70% (AKA 1:00 PM), paint what I can, let dry for 5 to 12 hours, sand and apply a second coat before 8:00 PM (humidity rises after 9:30 PM). IF ITS NOT RAINING OVERNITE!:banghead3:
Ah the Diesel is easy! It seems that Ford converted its V4 2.3L gas engine in 1983 to 1991 for the Ford Ranger: http://www.therangerstation.com/resources/RangerHistory.htm I just have to keep an eye open. The 1983 Fairmont lost the I6 for the V4, same block, same C-type trans. I'd go for a standard though, if I had to. My wife prefers a standard.
I stand corrected! It seems the 2.3L Diesel is still around into 2006! And cranking out 148 HP! What would I have to spend to get the I6 from 84 to 148? Even 110, like the pre-2000 models? Then I can burn grease, homemade ethanol, etc.
Look at all the Propane gas you'll save! Frying an egg outside must be easy! If it's inline that's even simpler, but for some silly reason, Ford was flipping the 2.3 V4 in and out of the Ranger right up to 2006! Must have had a deal with Mazda... Anyway, that's down the road. I've got to cut the grass and therefore chase the skeeters out of my yard, and get down to WORK. It's sunny for a few days! The dew is burnt off, and 72F is the high. We get to fry on Saturday (85 F or maybe a bit more!) Want some homemade recipes for sunblock?
You gotta take a look at that Motor Era History site: http://www.motorera.com/ The Automotive History pages are well done too! http://www.motorera.com/history/history.htm
Model T Advance Layout I knew it was in this Global Closet somewhere! http://www.barefootsworld.net/ford-t-specs.html Here's a picture of the distributor and lever: http://www.snydersantiqueauto.com/ModelTParts/TimersDistributors/4354 or this one: http://www.snydersantiqueauto.com/ModelTParts/TimersDistributors/606 This one shows a way to 'anchor' the lever: http://www.snydersantiqueauto.com/ModelTParts/TimersDistributors/4137 This one shows how to form a clamp ring around the distributor housing to rotate it with a cable/lever. http://www.snydersantiqueauto.com/ModelTParts/TimersDistributors/4283
Operating my OTFT - On-The-Fly-Tuner I went back up the guy's site link and found a nice description of using the Model T OTFT (Spark Advance/Retard Lever). He should know, because he tours the USA in his 1914 Station Wagon model (Click on the Model T icon above - A Beginner's Guide by Barefoot for the entire text.): http://www.barefootsworld.net/gettingout.html The OBDII and EEC-IV do a lot more data collection through all the sensors, I know, but the bottom line is optimizing the engine's efficiency within the ambient/load context that we push the car into. Since our wagons aren't as sound-proof as a 63 decibel Lincoln, we can hear and feel the Force(s) playing on the vehicle and drivetrain. We're a better computer anyway, as I see it.:icon_drive:
Stormin' You Canadians get some things that at least 16 US states don't appreciate like diesels in light vehicles. California, NY, and a few others banned diesels in cars in light trucks a few years ago. Away went the VW TDI which got over 50mpg, no Mercedes diesels and on and on. Now that we finally have low sulfer fuel they may start coming back. Funny story, Mercedes apparently uses a urea injection system to bring down the diesel pollutants along with some exhaust filtration system. California has not approved the Mercedes configuration because it requires servicing (adding urea). One wonders if peeing in the tank is good enough! Liberals always want to government to protect us and requires products for the consumer that do not require servicing. Crazy. Ford uses a exhaust filter on their F-250/350 trucks for 2008. They also calibrate the computer to enrichen the fuel mixture when the filter begins to lose flow. The enriched mixture burns down the particulates captured in the filter. This spring they had to recall them all because during the burn down the truck would put a flame out of the tailpipe. I guess it was quite a sight and a hazard for fire and personal injury. Can you imagine parking the truck in the garage whilst it has a flaming tailpipe!
Yeah, but we lost the VW completely in 1968. I asked for a Model T wiring diagram and I got it! I got more than I want to know about Model T's. The 1911 Instruction book has the wiring diagram - nothing goes to the rear. No Brake Lights! Nothin'! This is the Model T Ford Club of America's site: http://www.mtfca.com/ And this is the index to every Ford made to 1927 from 1903! http://www.mtfca.com/books/bookmenu.htm The Owner's manuals were made for DIYers. Oh those days... Excersise, ingenuity, normal mischievious Tom Sawyer stuff!
