Engine Explorer Intake Questions

Discussion in 'Fox 5.0 Mustang Tech' started by James Broc, Sep 10, 2013.

  1. James Broc

    James Broc New Member

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    Hi All,

    I have a few questions I hope you guys can help me with. As mentioned before I am building a Factory Five AC Cobra. It has a 1989 Mustang GT drive train, 5 speed. I bought a lower and upper intake setup off a 2000 Ford Explorer. And I am using the Explorer’s 65mm TB (used the ball off the 58mm Mustang TB) and Explorer’s injectors ( I think they are bigger than the Mustangs and bought the adapters to use the Mustang harness with them) as well.

    My questions are:

    Can I relocate the ACT sensor to the air intake tube between the TB and the MAF? I have seen this mentioned on a few sites. Has anyone experienced problems doing this?

    I do not have the MAF from the Explorer. What should I use with this setup?? Is the Mustangs too small? Should I go to a bone yard and hunt down an Explorer MAF? Or buy aftermarket?

    Seeing as the intake is a 2000 I am planning on removing and bypassing the EGR and blocking off the holes with a plate. I have an EGR spacer with the coolant line coming in from the heater tubes. Where should I send the coolant after it leaves the TB???

    Thanks for all the help!!!
    JJBroc
     
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  2. mikestang63

    mikestang63 Mustang Master

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    You can relocate it in the stock air box or drill and tap the #5 boss on the lower intake and install it there.

    For the MAF, what EEC are you running. You want to match it up to what vehicle it came out of. IF it is an A9l, or A9P with 19lb injectors, you can use the stock MAF from a fox body or even a MAF from a 94-95 Mustange (70mm vs 58MM on the fox body) with no problem.

    For the EGR coolant holes, just cap them off on the EGR spacer and also on the coolant tube, or connect the two coolant hoses with a small piece of tubing and hose clamps.
     
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  3. MikeUrban

    MikeUrban Member

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    Yes you can relocate the ACT to the intake.. some people move it to the air box, or even let it just lay under the intake though. If your #5 runner has a flat spot, the best thing to do is drill and tap it and put it there. The mustang MAF will work and will match the 19# injectors, however it is smaller than the TB and will be slightly restrictive. It wouldn't hurt to get a set of 24#s and a matching 24# 65mm MAF. I'm not sure if you can use an Explorer MAF but you can use an sn95 with an adapter. You can also just block off all the coolant lines to the TB, it's to heat the intake anyway and you'll lower your IATs while you're at it.
     
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  4. jrichker

    jrichker StangNet's favorite TOOL
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    Want to wear yourself out with info on the Explorer intake manifolds? See http://www.stangnet.com/mustang-for...d-gt-40-intake-thread-56k-dont-bother.551505/

    Explorer intake swap.

    I got mine off a 96 Mountaineer with the 19# injectors and 65 MM throttle body for $250.

    The ACT (Air Charge Temp) sensor will probably need to be moved. The GT 40 lower manifold isn't drilled & tapped for it to go into the intake like the stock manifold was. There is a boss cast into the GT 40, but a machine shop will have to drill & tap the new manifold. The best spot for the ACT is the air box if you don't do the drill and tap thing. You get to cut and splice the 2 ACT wires in order to make them long enough to reach the air box. Solder the wire extensions on the existing wires & use heat shrink tubing to cover the splices. Offset the place where you cut the wires so that you don't have a big bulge when you put heat shrink over the 2 wires to cover & protect them. The air box gets a hole (5/8" or so) for the ACT drilled about 1 1/4" down & 1/1/4" in on the front top side near the upper radiator hose. A brass fitting nut from Home Depot or Ace Hardware secures the ACT into the air box.

    If you are very clever, you will find that the ACT connector comes apart so that you can remove the pins. A very small screwdriver releases the lock in the front of the center insert, while another small screwdriver inserted in the back pushes it out. Once the center insert is out of the connector shell, the pins come out easily. New pins are available from AutoZone in a $5 electrical pin kit for Fords. Crimping the pins on the extender wires saves you from having to splice them twice: once to put the connector on and once to extend the wires.

    6 ft black 18 gauge wire
    6 ft green 18 gauge wire
    6 ft 1/4" heat shrink tubing
    1 ft 3/16" heat shrink tubing

    Measure the 2 extender wires & cut them to length, crimp one set of pins on them. Then mate up the extender pins with the wiring harness & slide the 3/16" heat shrink tubing over them & shrink the tubing. Then slide the 1/4" heat shrink tubing over the pair of wires and shrink the tubing. When you are done you'll have about 1" of wire left without heat shrink tubing on it to strip & crimp the new pins on. Stick the new pins in the old connector shell, assemble it and you are done. It looks as good as factory. Some wire loom can be used to enhance the "Factory Look".

    [​IMG]

    [​IMG]

    Use the TPS and IAB from your old throttle body. All the EGR passages were there and fit OK. Use you old fuel rails and regulator. You will probably need a new EGR spacer adapter and gaskets. Without the EGR spacer, there is no place to mount the throttle linkage support bracket.

    I used the stock water lines on the Explorer manifold and they connected up to the EGR without any problems. I made a “U” out of ½” copper pipe and sweat soldered it together. Then I used it and some hose with clamps to bypass the leaky heater.

    The vacuum lines you need are 1 small line for fuel pressure regulator, 1 small line for A/C,1 small line for EGR and another small line for the smog pump. One big line at the back goes to the vacuum tree for the power brake & A/C, one big line goes to the PVC valve. The other big line goes out the front for the carbon canister. In a pinch, one of the small lines can connect to the spare port on the vacuum tree. Cap or plug the remaining lines since they aren't needed.


    Vacuum line connections:
    One large vacuum line from the upper front goes to the carbon canister

    One large vacuum line from the rear goes to the vacuum tree.

    One small line in the front feeds the Smog pump solenoid control valves on the rear of the passenger side wheel well..

    One small line in the rear goes to the fuel pressure regulator.

    One small line in the rear goes to the EGR suction regulator.

    One large line in the rear goes to the PVC valve.

    Diagram courtesy of Tmoss & Stang&2birds - Typical Vacuum Routing for a Fox stang 5.0: [​IMG]

    Diagram courtesy of Tmoss & Stang&2birds - Intake manifold bolt tightening sequence for a 5.0 Fox stang:
    [​IMG]

    Intake manifold to head bolts
    --Step 1 96 in/lbs
    --Step 2 16ft/lbs
    --Step 3 23-25 ft/lbs

    See the following website for some help from Tmoss (diagram designer) & Stang&2Birds (website host) for help on 88-95 wiring http://www.veryuseful.com/mustang/tech/engine/

    Here's some tips...

    Tools: a good torque wrench is a must have item. A razor blade scraper that holds a single edge razor blade from Home Depot or Ace hardware is another handy thing. Get a Chilton or Haynes shop manual - you'll need it for the bolt torques and patterns. The intake manifold has an especially odd pattern. You'll need access to a timing light to set the timing after you re-stab the distributor. Look in the A/C repair section for the fuel line tools. They look like little plastic top hats. You will need the 1/2" & 5/8" ones. The hat shaped section goes on facing the large part of the coupling. Then you press hard on the brim until it forces the sleeve into the coupling and releases the spring. You may need someone to pull on the line while you press on the coupling. Put some motor oil on them when you put the line back together.

    The A/C Compressor comes off with lines still connected. Mark all the electrical, smog and vacuum lines with tags to help you remember where to re-connect them. If you have a digital camera, take several pictures.

    Whatever you do, don't skimp on cleaning the gasket surfaces. New gaskets need to seat against bare metal and not the residue left from the old gaskets in order to seal leak free. This is the most time consuming and tiresome part of the job. Put some cardboard in the lifter valley to help catch the gasket scrapings. Have a shop vacuum handy to suck up the scrapings and any coolant that leaked into the lifter valley.
    Look for little things that need to be replaced like the short hose from the thermostat hosing to the water pump, damaged vacuum lines and hose clamps that are rusted or broken.

    Plan on cutting the thermostat to water pump hose, or removing the thermostat housing. Also plan on removing the distributor to get clearance to remove the intake manifold. Remove #1 spark plug, stick your finger in the spark plug hole and crank. When your finger gets air moving past it, stop cranking. Turn the engine until the timing marks line up with the pointer. Now you can pull the distributor out. Be sure to put a rag or cap in the block where you removed the distributor. It will save you trouble if something falls into the empty distributor hole.


    My favorite trick that saves time and effort is the stay in place gasket. Be sure that you scrape (don't use a wire brush) all the old gasket material off, then clean all the surfaces with acetone or MEK.

    When the surfaces are clean, use weather strip adhesive on the head to manifold surface. Also use the weather strip adhesive on the side of the gasket that mates to the head. When you are done, the head surface and the gasket surface that mate together will have weather strip adhesive on them. Follow the instructions on the tube or can and when it gets tacky, press the gasket down on the head.

    Clean the area where the rubber rails mount to the block in front and in the rear with more acetone or MEK and do the same trick with the weather strip adhesive that you did to the heads.

    Coat the rubber seals and the gasket area around the water passages with lots of Blue Silicone gasket sealer and put it together. TADA! no leaks, and no gaskets that shifted out of place.

    Fuel injector seal kits with 2 O rings and a pintle cap (Borg-Warner P/N 274081) are available at Pep Boys auto parts. Cost is about $3-$4 per kit. The following are listed at the Borg-Warner site ( http://www.borg-warner.com ) as being resellers of Borg-Warner parts:

    http://www.partsplus.com/ or http://www.autovalue.com/ or http://www.pepboys.com/ or http://www.federatedautoparts.com/

    Most of the links above have store locators for find a store in your area.

    Use motor oil on the O rings when you re-assemble them & everything will slide into place. The gasoline will wash away any excess oil that gets in the wrong places and it will burn up in the combustion chamber. Heat the pintle caps in boiling water to soften them to make them easier to install.

    Plan on doing an oil change within 2 hours of run time on the engine. This will get the debris and coolant out of the oil pan.

    Consumable items:
    Upper manifold gasket
    Fel Pro 1250 or equal lower manifold gasket set.
    Short formed hose between thermostat hosing and intake manifold
    6 ft 7/64" or 1/8" vacuum hose
    2 ft 1/2" heater hose
    1 1/2 ft 5/8" heater hose
    Blue Silicone sealer
    ARP antiseize or equal for the bolts
    4 each 3/4" hose clamps (spare item in case the old ones are bad)
    4 each 1/2" hose clamps (spare item)

    What can happen if you don’t use the stay in place gasket…

    Ask Nicoleb3x3 about the intake gasket that slipped out of place and caused idle and vacuum leak problems that could not be seen or found by external examination. Spay everything with anything you have, and you won't find the leak...
    [​IMG]



    The only other MAF that is a one for one swap for a 93 and earlier 5.0 Mustang is the 94-95 Mustang 70 MM MAF.

    94-95 Mustang GT MAF - $40-$100. It is 70 MM instead of the stock 55 MM on regular stangs built prior to 94. It uses a slip on duct on the side that goes to the throttle body and a 4 bolt flange on the other. You need a flange adapter to fit the stock slip on air ducting that goes to the air box. Wiring plugs right in with no changes. *1 *2

    Once your replacement 70MM MAF is in place, disconnect the battery for about 10 minutes. When you reconnect the battery and start the engine, the computer will relearn the settings for the new MAF.

    *1.) Metal flange adapter http://www.kustomz.com/cat3.html Buy the TR70 for $44.95. Or spend some time on eBay looking for one that may fit.

    *2.) MAF & sensor interchange
    The 94-95 Mustang 5.0 MAF & sensor is also found on:
    1995-94 Mustang 3.8L F2VF-12B579-A2A,
    1994-92 Crown Victoria 4.6L F2VF-12B579-A2A,
    1995-94 Mustang, Mustang Cobra 5.0L F2VF-12B579-A2A,
    1994-92 Town Car 4.6L F2VF-12B579-A2A,
    1994-92 Grand Marquis 4.6L F2VF-12B579-A2A,
    Evidently the –A1A, -A2A, AA, etc. on the end of the part number is a minor variant that did not change the operating specs. You should be able to ignore it and have everything work good.
     
    #4
  5. madspeed

    madspeed Colonel Mustard
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    aell said sphinkter
     
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  6. mikestang63

    mikestang63 Mustang Master

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    :lol: Who you callin a sphinkter bud? Autospell?
     
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  7. madspeed

    madspeed Colonel Mustard
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    damnit, was jrickter
     
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  8. James Broc

    James Broc New Member

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    Great replies thanks guys!!!!!!!!! Just want to get this running so I can get to work on the body and drive sideways. Thanks Again!!!!!!
     
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