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Originally posted by 3LPOWER:
I have no egr system(I'm having that written out of my chip) ported [censored] 24lb injectors.. I find it weird he did a straight swap with no other mods i.e. fuel/spark
.....cool, no egr. what was your reasoning? would that prevent my UIM from getting so fouled up with black carbon (or am I a dumb ass)?
Ok, so although I want this to be simple I also want to do it right and I would agree with 3LPOWER that the injectors need to be upgraded. If the SVT 2.5L has 19's then 17's would logically be strained on a 3.0L. I would be interested to hear about A2Steve's experience with the 17's on a 3.0L.
Thanks for all the help. Good advice on planning money right for the swap. Along that line of thought the bare minimum that will allow future upgrades would be:
- Use a 98+ LIM and UIM (preferably SVT)
- gut the secondaries
- pillage 3.0L injectors, fuel rail and harness and splice it in (any year 3.0L I assume)
- get a chip burned for my setup
- use SVT cams if money allows (or complete heads for that matter)
Interesting about the MAF and how OBDI restricts me to stock. So does that mean there is no alternative to stock and does that pose any real limitations? I did notice the Pro-Flow listed on spmotorsports for 95-2000 so that is either a typo or do they sell one that is OBDI compliant?
Optionally down the road I should get an SVT throttle body with the TPS.
Sound right? what am I missing here? lots of questions sorry. I have been doing a fair bit of searching but with all the possible combinations for a swap it's nice to have afirmation for my specific setup.
Thanks guys.
95 SE MTX, every option except sunroof
- SVT motor mounts
- Taurus baffled oil pan
- Energy insert and bushings
- KKM
- optimized TB
- resonator removed
- big plans
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Joined: Jun 2002
Posts: 652
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Originally posted by gforce:
Interesting about the MAF and how OBDI restricts me to stock. So does that mean there is no alternative to stock and does that pose any real limitations? I did notice the Pro-Flow listed on spmotorsports for 95-2000 so that is either a typo or do they sell one that is OBDI compliant?
Optionally down the road I should get an SVT throttle body with the TPS.
I don't think MAF swap would be restricted at all on Contour's OBDI dude. I used to build and race 5.0 Mustangs with OBDI and I used the C&L 73mm MAFs on all of them, and they have different changeable sampling tubes that you switch based on what injector size you run. You could run 19, 24, etc as high as you wanted and you only had to change the sampling tube. As a bonus, I had also installed a little voltage manipulator device that plugged inline between the MAF and the computer harness that allowed you to add or subract up to .5 volts from the MAF signal to the computer. That worked nice in the day but nowdays they got even better, smarter devices to do that (ones that can even change the signal manipulation on a TPS and RPM map. (HKS super AFR is one such device). I wouldn't let this be too big of obstacle for you. These things aren't that big of things to get around
'95 CONTOUR SE
-Enkei 16s
-SVT wannabe
-Dual escapes w/ 2 1/2" stainless tips
-True LED taillight conversion
- Audi Xenon Projector Retrofit
-Mp3 deck, dual 10s
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Posts: 146
CEG\'er
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CEG\'er
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Posts: 146 |
Originally posted by gforce:
Originally posted by 3LPOWER:
I find it weird he did a straight swap with no other mods i.e. fuel/spark
I would be interested to hear about A2Steve's experience with the 17's on a 3.0L.
Time to chime in... Since it was a full swap, the 17s went in the trash. I actally did a big injector swaparound, put the 19s from the SVT into the Mystique and the 24s from the 3L into the SVT. Everything else is stock. (With the electronics) 
I have been considering a chip to optimize for the fact that I now have no secondaries and it's an ATX so likes to stay low in revs. That, and the pesky too-quickly reached speed limiter.
But it runs fine now.
'00 CSVT #570 - 3L hybrid
'95 Mystique - 2001 3L
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Joined: Jul 2003
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Cool all, thanks. Think I will start my 3.0L hunt. By fall I hope to have everything I need. With all the help and from reading other posts I think I have enough info to dive in. From what I gather there is nothing that will put me up against a wall so big that I can't just come back to find the answers. Thanks again CEG 
95 SE MTX, every option except sunroof
- SVT motor mounts
- Taurus baffled oil pan
- Energy insert and bushings
- KKM
- optimized TB
- resonator removed
- big plans
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Posts: 851
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I know that this is an old thread but...has anyone figured out whether the IMRC "box" can be wired in place of the IMRC vacuum solenoid on a '95?
I suspect that it can be, UNLESS the signal from the computer to the IRMC box isn't a simple on/off signal like it is on the '95. At worst it might be some sort of pulse-width-modulated signal and the computer uses feedback from a sensor in the IMRC to know when the secondaries are open, but:
1)I can't imagine Ford engineering something so absurdly complex, especially for something that operates in only two states: fully open or fully closed (adjustments of the IMRC stop screw not withstanding)
2)My understanding is that there is some circuitry in the IMRC box. This circuitry probably handles the task of sensing when the secondaries are open and controlling the actuator appropriately, so that the input to the IMRC box can be a simple on/off signal.
3)Although the IMRC box may have an output to the computer letting it know when the secondaries are open, this is most likely NOT required for it to operate, so the '95 computer's lack of an input for this signal shouldn't matter.
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I'm amazed at the wealth of information that is the Ford Service Manual CD.
The IMRC box is controlled by a binary, on/off signal from the PCM so it is indeed possible to replace the IMRC vacuum solenoid with it.
When the IMRC pin is grounded, the IMRC plates open..and this is applicable to both the vacuum-driven systems and and the cable-driven systems. The HU25 test below, which I copied out of the Powertrain Control/Emission Diagnosis manual, is for BOTH types of systems.
EDIT:
A relay will be needed:
'96: Secondaries open with IMRC pin grounded.
'95: Secondaries closed with IMRC pin grounded.
My information from the '95 comes from the '95 PowertrainControl/EmissionDiagnosis manual.
To get around this, a relay is needed. Connect the relay coil between VPWR/12V and the IMRC pin.
Connect the normally closed terminal to ground. Connect the common terminal to the IMRC box.
The relay is used as a logical inverter to cause the IMRC to work the way it should. When the relay coil has power, the normally closed terminal is open. Therefore the IMRC box is not getting power. When the relay coil has no power, the normally closed terminal is closed and the IMRC box is getting power.
HU25 VERIFY PCM IMRC DRIVER
l Key off.
l Reconnect IMRC actuator.
l Breakout box installed, PCM disconnected.
l Key on, engine off.
l Jumper IMRC Test Pin to Test Pins 51 or 103 (PWR GND) at the breakout box.
l Do the IMRC plates open?
Yes
REPLACE PCM. REMOVE breakout box. RECONNECT all components. RERUN «Quick Test».
No
REPLACE IMRC actuator. REMOVE breakout box. RECONNECT all components. RERUN «Quick Test»
Last edited by brianl703; 01/16/04 03:52 AM.
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Hard-core CEG\'er
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or gut the secondaries and have keyser burn your chip and tell them to open at 9k rpms which you'll never reach  then no cels
Derek Johnson
88 TurboTBird 32psi, t3/t4 bb 50trim, megasquirt, 3 bar map, 50lb inj, roller cam w adj. gear, header, 3" downpipe and full exhaust, gutted intake manifolds, spec stg 3
95SE 3L gone
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With the '95 you wouldn't get a CEL anyway (as long as SOMETHING--a resistor, a solenoid, a relay--is connected between the IMRC pin and 12V). It has no way of knowing whether the IMRC is actually working or not.
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