Explorer intake manifold and intake air temp sensor relocation...
05-14-2007, 02:17 PM
#1
5th Gear Member
Thread Starter
Join Date: Jun 2005
Location: Frederick, Maryland.
Posts: 2,118
Explorer intake manifold and intake air temp sensor relocation...
So this weekend I put my GT40P heads on, TFS1 cam, explorer intake, etc....car seems to be running well. The only problem is that the lower of the explorer doesn't have a provision for the intake air temp sensor and right now it's sitting below the upper intake reading hot air. I really do not want to pull the lower, so I'm probably going to have a hole drilled and tapped in this location in my upper (red circle on the right side of upper intake):
Or somewhere else on the upper that would work. Anybody see why that wouldn't work? Here is a pic of the rogue sensor:
Thanks all!
Or somewhere else on the upper that would work. Anybody see why that wouldn't work? Here is a pic of the rogue sensor:
Thanks all!
05-14-2007, 02:52 PM
#4
4th Gear Member
Join Date: May 2007
Location: Calif
Posts: 1,926
RE: Explorer intake manifold and intake air temp sensor relocation...
You could move the ACT sensor to your air box, or drill and tapthe boss on the #5 intake runner.
If you choose to drill the boss (the flat part on the #5 runner) you need to drill and tapped to a 3/8 NPT (national pipe thread).
edit: I'm slow at typing.
If you choose to drill the boss (the flat part on the #5 runner) you need to drill and tapped to a 3/8 NPT (national pipe thread).
edit: I'm slow at typing.
05-14-2007, 02:59 PM
#5
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Thread Starter
Join Date: Jun 2005
Location: Frederick, Maryland.
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RE: Explorer intake manifold and intake air temp sensor relocation...
ORIGINAL: ALMOST STOCK
You could move the ACT sensor to your air box, or drill and tapthe boss on the #5 intake runner.
If you choose to drill the boss (the flat part on the #5 runner) you need to drill and tapped to a 3/8 NPT (national pipe thread).
edit: I'm slow at typing.
You could move the ACT sensor to your air box, or drill and tapthe boss on the #5 intake runner.
If you choose to drill the boss (the flat part on the #5 runner) you need to drill and tapped to a 3/8 NPT (national pipe thread).
edit: I'm slow at typing.
05-14-2007, 04:29 PM
#6
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Join Date: Nov 2004
Location:
Posts: 81
RE: Explorer intake manifold and intake air temp sensor relocation...
I put mine in the air duct, right about the bend in front of the throttle body. Its been there for over a year and the car ran find. It was my understanding the its better to measure the temp of the air coming in than the air in the intake, since it will be heat soaked some. Newer mustangs have it in the air box I believe.
05-14-2007, 05:26 PM
#7
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Thread Starter
Join Date: Jun 2005
Location: Frederick, Maryland.
Posts: 2,118
RE: Explorer intake manifold and intake air temp sensor relocation...
ORIGINAL: 5_0Muscle
I put mine in the air duct, right about the bend in front of the throttle body. Its been there for over a year and the car ran find. It was my understanding the its better to measure the temp of the air coming in than the air in the intake, since it will be heat soaked some. Newer mustangs have it in the air box I believe.
I put mine in the air duct, right about the bend in front of the throttle body. Its been there for over a year and the car ran find. It was my understanding the its better to measure the temp of the air coming in than the air in the intake, since it will be heat soaked some. Newer mustangs have it in the air box I believe.
How will the Fox computer react to the ACT being moved from the lower intake to the Intake Airbox?
Thumbing through the TwEECer (CalEdit) this is what can be seen...
In the X3Z Calibration
FN 825B - ACT will increase the engine idle rpm after about 192F, maxing out at 64rpm by 208F
FN 220 - EGR Multiplier is 0 until 58F, maxes out at 1 by 60F
FN 126 - Spark advance starts to retard at 160F maxing out at -2* by 190F
FN 135 - WOT spark advance is retarded starting at 150F, maxing out at -6* by 240F
FN 300 - Open Loop Fuel Multiplier is unaffected by ACT (always 1)
SCALAR - ACT MUST be between 100F and 200F for the Adaptive Strategy to start learning
In the A9L Calibration
FN 825B - ACT will increase the engine rpm by 48rpm at 200F, and a max of 72rpm at 226F
EGR Multiplier is .8 until 0F, then rises to a max of 1 by 56F
FN 126 - Spark advance starts to retard at 160F maxing out at -2* at 190F
FN 135 - WOT spark advance is retarded starting at 150F, maxing out at -6* by 240F
FN 300 - Open Loop Fuel Multiplier is .64 until -40F, .81 by 0F, and maxes out at 1 by 76F
SCALAR - ACT MUST be between 100F and 200F for the Adaptive Strategy to start learning
So what does this mean?
Idle speed – Obviously for both calibrations the affect is going to be minimal, assuming all other idle contributors are working properly. Moving the ACT to a cooler location should not have a major impact on idle speed.
EGR – Moving the ACT to a cooler location will affect the function of the EGR. It would not be recommended to try and pass an emissions test with the ACT in the airbox on a cold day (below 60F).
Spark – The Spark Advance is RETARDED with higher temps. Moving the ACT to the airbox can help to keep ignition timing higher. However, keep in mind that Ford used the ACT as a ‘Safety Factor’ for preventing high temp detonation. False information to the EEC-IV will make detonation more likely when the engine is warm/hot.
Fuel Multiplier – The Fuel Multiplier increases with higher ACT temps. Due to the low temps at which the ACT will impact the Fuel Multiplier this is not likely to cause an issue.
Adaptive Strategy – This may be the most critical one for most daily driver Mustangs. Not allowing the Adaptive Control to function (because the ACT never sees 100F in the airbox), could hurt fuel economy and could cause drivability issues.
Anyway, the lower intake is at the machine shop. Might as well do it the right way.
05-15-2007, 02:56 AM
#8
3rd Gear Member
Join Date: Apr 2007
Location: Eloy, AZ
Posts: 938
RE: Explorer intake manifold and intake air temp sensor relocation...
Glad you found that information I am having mine drilled and tapped before it goes on the new motor. Looks like we got to help each other out on this one.
05-15-2007, 04:33 PM
#9
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Join Date: Apr 2007
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Posts: 155
RE: Explorer intake manifold and intake air temp sensor relocation...
ORIGINAL: VigCS
It does create some problems, taken from SBF tech:
How will the Fox computer react to the ACT being moved from the lower intake to the Intake Airbox?
Thumbing through the TwEECer (CalEdit) this is what can be seen...
In the X3Z Calibration
FN 825B - ACT will increase the engine idle rpm after about 192F, maxing out at 64rpm by 208F
FN 220 - EGR Multiplier is 0 until 58F, maxes out at 1 by 60F
FN 126 - Spark advance starts to retard at 160F maxing out at -2* by 190F
FN 135 - WOT spark advance is retarded starting at 150F, maxing out at -6* by 240F
FN 300 - Open Loop Fuel Multiplier is unaffected by ACT (always 1)
SCALAR - ACT MUST be between 100F and 200F for the Adaptive Strategy to start learning
In the A9L Calibration
FN 825B - ACT will increase the engine rpm by 48rpm at 200F, and a max of 72rpm at 226F
EGR Multiplier is .8 until 0F, then rises to a max of 1 by 56F
FN 126 - Spark advance starts to retard at 160F maxing out at -2* at 190F
FN 135 - WOT spark advance is retarded starting at 150F, maxing out at -6* by 240F
FN 300 - Open Loop Fuel Multiplier is .64 until -40F, .81 by 0F, and maxes out at 1 by 76F
SCALAR - ACT MUST be between 100F and 200F for the Adaptive Strategy to start learning
So what does this mean?
Idle speed – Obviously for both calibrations the affect is going to be minimal, assuming all other idle contributors are working properly. Moving the ACT to a cooler location should not have a major impact on idle speed.
EGR – Moving the ACT to a cooler location will affect the function of the EGR. It would not be recommended to try and pass an emissions test with the ACT in the airbox on a cold day (below 60F).
Spark – The Spark Advance is RETARDED with higher temps. Moving the ACT to the airbox can help to keep ignition timing higher. However, keep in mind that Ford used the ACT as a ‘Safety Factor’ for preventing high temp detonation. False information to the EEC-IV will make detonation more likely when the engine is warm/hot.
Fuel Multiplier – The Fuel Multiplier increases with higher ACT temps. Due to the low temps at which the ACT will impact the Fuel Multiplier this is not likely to cause an issue.
Adaptive Strategy – This may be the most critical one for most daily driver Mustangs. Not allowing the Adaptive Control to function (because the ACT never sees 100F in the airbox), could hurt fuel economy and could cause drivability issues.
Anyway, the lower intake is at the machine shop. Might as well do it the right way.
ORIGINAL: 5_0Muscle
I put mine in the air duct, right about the bend in front of the throttle body. Its been there for over a year and the car ran find. It was my understanding the its better to measure the temp of the air coming in than the air in the intake, since it will be heat soaked some. Newer mustangs have it in the air box I believe.
I put mine in the air duct, right about the bend in front of the throttle body. Its been there for over a year and the car ran find. It was my understanding the its better to measure the temp of the air coming in than the air in the intake, since it will be heat soaked some. Newer mustangs have it in the air box I believe.
How will the Fox computer react to the ACT being moved from the lower intake to the Intake Airbox?
Thumbing through the TwEECer (CalEdit) this is what can be seen...
In the X3Z Calibration
FN 825B - ACT will increase the engine idle rpm after about 192F, maxing out at 64rpm by 208F
FN 220 - EGR Multiplier is 0 until 58F, maxes out at 1 by 60F
FN 126 - Spark advance starts to retard at 160F maxing out at -2* by 190F
FN 135 - WOT spark advance is retarded starting at 150F, maxing out at -6* by 240F
FN 300 - Open Loop Fuel Multiplier is unaffected by ACT (always 1)
SCALAR - ACT MUST be between 100F and 200F for the Adaptive Strategy to start learning
In the A9L Calibration
FN 825B - ACT will increase the engine rpm by 48rpm at 200F, and a max of 72rpm at 226F
EGR Multiplier is .8 until 0F, then rises to a max of 1 by 56F
FN 126 - Spark advance starts to retard at 160F maxing out at -2* at 190F
FN 135 - WOT spark advance is retarded starting at 150F, maxing out at -6* by 240F
FN 300 - Open Loop Fuel Multiplier is .64 until -40F, .81 by 0F, and maxes out at 1 by 76F
SCALAR - ACT MUST be between 100F and 200F for the Adaptive Strategy to start learning
So what does this mean?
Idle speed – Obviously for both calibrations the affect is going to be minimal, assuming all other idle contributors are working properly. Moving the ACT to a cooler location should not have a major impact on idle speed.
EGR – Moving the ACT to a cooler location will affect the function of the EGR. It would not be recommended to try and pass an emissions test with the ACT in the airbox on a cold day (below 60F).
Spark – The Spark Advance is RETARDED with higher temps. Moving the ACT to the airbox can help to keep ignition timing higher. However, keep in mind that Ford used the ACT as a ‘Safety Factor’ for preventing high temp detonation. False information to the EEC-IV will make detonation more likely when the engine is warm/hot.
Fuel Multiplier – The Fuel Multiplier increases with higher ACT temps. Due to the low temps at which the ACT will impact the Fuel Multiplier this is not likely to cause an issue.
Adaptive Strategy – This may be the most critical one for most daily driver Mustangs. Not allowing the Adaptive Control to function (because the ACT never sees 100F in the airbox), could hurt fuel economy and could cause drivability issues.
Anyway, the lower intake is at the machine shop. Might as well do it the right way.
Looks familiar
In reality the issues you would have experienced would probably have been minimal
However, the computer expects the ACT to measure air from the intake, so it is best to have the ACT there.
Glad to see you doing it the right way, too often the short cut is taken on these cars...
Good luck,
jason
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