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Have any of you guys done this on your 94-95gt?

I was thinking of relocating it on the "Hot" part of the blower. I have an s-trim, and was thinking of tapping it on the inlet tube. was just wondering what you guys thought..
 

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I've relocated mine to the #5 intake runner. Probably after the blower is a better idea. But you just can't move it-you need either a TWEECER, a EEC Tuner or a chip to 'tell' the EEC that the temps have been changed-otherwise it'll pull timing and add fuel at too low of a temp for a blower.
 

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If you think about it, why does the air temperature BEFORE the blower matter? The only temp that matters is the air charge going into the motor.

You do not specifically have to tell the computer anything. Moving it is just fine. The issue is with detonation. If you don't move it, you can't run nearly as aggressive a timing curve.
 

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Guys - listen
Don is 100% correct. Although you don't HAVE to tell the computer anything, your car will be adding a lot of fuel and pulling a lot of timing nearly all the time. That's why you need a chip or tuner to change the values.

After 130* ACT, the stock EEC starts pulling timing. At 150* it has pulled 10*, at 210*, it has pulled 20* and that continues at 20* out for infinity. it's a ramping linear scale between 130 and 150 and between 150 and 210.

I guarantee if you have an open air filter in the engine bay and NO supercharger, you probably have close to 130* ACTs on a hot summer day. Add boost to that equation and you'll drop timing in a heart beat. Which reminds me - I need to change mine! lol!!

Fairly sure there is a multipier or adder for fuel as well relating to ACT.
 

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You are all correct to a degree. The 94-95's have a different strategy in the EEC to compensate for the cooler ACT's in the inlet pipe versus the #5 runner as with the fox's. The EEC does begin to pull timing and add lots of fuel as the ACT's rise. The only time you should relocate the ACT to the lower intake runner is if you've done a PIH swap and are running the A9L EEC. I have talked to a few reputable tuners and they feel that the stock 94-95 position is good for blown cars as it gives you real time ACT's from the blower, and your tuner can modify the values to add or subtract timing depending on the temps. It's a very valuable parameter for a blown car.
 

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Well we are talking apples and oranges here-with my Kenne Bell-and Jays-if we leave it in the stock location, it sees no boost. With a centrifugal it's a different story. Like I said, it would be better in the air tube with a centrifugal, but you are going to have to do something about the EEC reacting to the higher temp of the boosted air. Those of you that responded and said you don't have to do anything with the EEC-you have to realize you are leaving a LOT on the table (with an SN95). You may not be running the total timing you think you are.... Compressed air gets hot-and Jay was correct with his numbers-you will easily exceed those figures with a blower. I also know for sure you do not need a PIH to relocate the ACT-the SN95 EECs are just fine. IMHO a PIH were used early on because a lot of tuners didn't understand how to tune an SN95 EEC, but that is changing now. The SN95 processors are actually better than the earlier ones-they have faster processors, but ARE more complicated.
 

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SSKiller said:
Why would you put it in the A/C vent???? that is really screwing with your cars tune....
Jay and I told him to. We don't want his car to be quicker than ours. Gary does everything we say, because he erroneously thinks we know more than he does... LOL!!!
 

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SSKiller- Don 95vert told me that putting it in my passenger side a/c vent would give me an easy 52hp. He SAID it was proven. I guess I should have known better. He told me that plumbing my headers into the interior would work just as good as a heater. it did warm up the inside of the car, but damn its hard to breath.

Gary
 

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You guys are soemthing else.... :)

I guess that all was an inside joke that I missed...

While on the subject, I do know of people installing a resistor in place of or parrallel with the ACT sensor that tricks the computer into thinking its cold dense air and it will add timing. I'm not sure what the resistance value needed was though.
 

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Does anyone have instruction on doing the resistor thing?

OK, I was playing with my act-iat whatever you want to call it. When my car hot I checked the resistance and it was at 9 ohms for the sensor. Well, I have the old one off of my car sitting around so I check it and it's at 20 ohms. I know that the resistance get lower when it gets hotter. So I start my car with the new one that is installed in the car and it dies when I shift it in to gear. I then unplug the sensor and plug in the old one w/o installing is and start the car and it doesn't die when I shift it into gear. I did this many times and had the same results. Now with the old sensor sitting in the engine compartment and it's 100* out side, I checked the resistance and it was at 13ohms so I tried it and it hesitated when I shifted it into drive. Then I cooled the sensor off and got it up to 18 ohms and it didn't die when I shifted it in to gear.

Am I crazy or does this look like the problem?
 

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Are there any issues with the actual sensor not being able to read the higher temps? I'm planning on placing my sensor between my intercooler and the throttle body. I'm no longer running the factory computer, so I'm not worried about the ECU.
 

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In the EEC Tuner,

(Tables:)
BORDERLINE_COMPENSATION_VS_ACT # Borderline Compensation vs. ACT
0 0 0.0996094 0.0996094 0.0996094 0.0996094
0 0 0.126953 0.136719 0.144531 0.150391
0.0351562 0.0898438 0.107422 0.117188 0.126953 0.132812
0.0273438 0.0820312 0.0996094 0.109375 0.117188 0.123047
0.0234375 0.0761719 0.0957031 0.105469 0.113281 0.119141

OL_FUEL_MULTIPLIER_VS_ACT#
( 254, 0.703125 ) ( 210, 0.703125 ) ( 176, 0.71875 )
( 126, 0.78125 ) ( 116, 1 ) ( -256, 1 )

(Scalars:)
MIN_ACT_FOR_ADAPTIVE_CONTROL -20
MAX_ACT_FOR_ADAPTIVE_CONTROL 160
 

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In the EEC Tuner, these are the tags that specify the ACT by name. How are they (or other tags) set in order prevent the timing pull and fuel add after moving it to cylinder #5?

Thanks.

(Tables: )
BORDERLINE_COMPENSATION_VS_ACT
# Borderline Compensation vs. ACT
0 0 0.0996094 0.0996094 0.0996094 0.0996094
0 0 0.126953 0.136719 0.144531 0.150391
0.0351562 0.0898438 0.107422 0.117188 0.126953 0.132812
0.0273438 0.0820312 0.0996094 0.109375 0.117188 0.123047
0.0234375 0.0761719 0.0957031 0.105469 0.113281 0.119141

OL_FUEL_MULTIPLIER_VS_ACT
#
( 254, 0.703125 ) ( 210, 0.703125 ) ( 176, 0.71875 )
( 126, 0.78125 ) ( 116, 1 ) ( -256, 1 )

(Scalars: )
MIN_ACT_FOR_ADAPTIVE_CONTROL -20
MAX_ACT_FOR_ADAPTIVE_CONTROL 160
 
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