I'm finally getting Wango Tango to make some power--- gees. Here's an update nine months later after a miserable start with the truck that could of been called and did the roadblock special!:-[ I'm posting this for mainly a anxiety release and entertainment as looking back it's a wonder i'm not totally brain dead from all of the chaos;D I'm calling this EFI 101---DOH! Yah I'm a rookie and made a choice in the day approximately 6 years ago to build a bronco and have it fuel injected. I had some input but it was very intimidating due to my computer skills. So I took it upon myself to listen to people who had the same thing going on and seemed to know what they were talking about. Well that was a big mistake, what I ended up with was a self learning system from Mass Flo efi, now Pro-M racing.What was I thinking, listening to the same caliber as myself? By the way there is no issue or problem with those guys! The engine build was of sorts undecided, my motor guy had it all figured out but I kept throwing a wrench in his spokes about more and bigger, consequently I had to follow up with the efi program which resulted in numerous upgrades to the efi system which meant getting the mass air meter and injectors upgraded, meaning calibration for the meter and bigger injectors. I just listened to massflo and we did the upgrade multiple times. The only cost factor was for shipping by the way. When the motor was finally being put together with all of the changes I had no idea where the whole program was at with the efi! With years gone by the motor got to a point of being more than what was the last representation to massflo, consequently the dilemma was, is it going to run. When we went to dyno the motor my expectations weren't that big of a deal with the efi deal, as I only knew carburetors worked, but the efi thing was a different deal. When on the dyno the results were devastating the motor wouldn't run (I mean it wouldn't make full power) and I knew it was from the efi, luckily we didn't smoke anything. Once the motor was in the truck I continued with the build to finally get the thing drivable. I wasn't disappointed but I knew it wasn't the potential it had. After getting the thing going I was quite intimidated, the torque and power was good at best and the 4-wheeling cability was scary for this greenhorn, but one problem, the motor would quit running after 30 minutes of running, then refire after 30 minutes of wait time. That was a battle for an 11 month period. During this time I talked to Chris Richards at massflo and proceeded to throw tfi modules and pip pickups at it with no avail, because the systems glitch could not be produced by the eec he said. Right before the Az stampede I got hooked up with a guy who built efi systems for a company here in tucson, and got him to take a look at the problem. Right out of the box he states it's this or that then starts checking stuff with his multi-meter and says it's the eec relay---whoa I was impressed and of course asked him if he could fix it for me and how much. He said OK gave me a price and said he wouldn't be using the existing style of relay as they were way to small, and also said he would change out the fuel pump relay as well. He told me he would use the automotive style just like all the ones on the rest of the trucks systems. So that enabled me to drive the damn thing without fear of being a roadblock anymore
I got to the Stampede scared to death--- following all of the experienced guys and had a blast. Even at one point on a 3.5 obstacle which I had to have spotters guide me because I didn't even want to do it because of possible body damage the results were good. The spotter kept saying you're loading and unloading the suspension to much and I told him the damn thing just wants to go, we finished the obstacle and that's when I realized I was in 4-high LOL. Maybe that's why the tranny got to 250 degrees while all weekend it ran 180. DOH;D. Wango Tango did everything I could wish for except totally blow the tires off the thing---I know that's not what everyone's thought is but when you've got it and it's not happening there's a problem. The problem really started to irk me when I met Monster Mike from Washington drive it on a night run. And the only complaint he had was that gas pedal was to light for him. On the way back to the stampede on a stretch of blacktop he asked if he could stand on it and I said sure Mike but it won't run, he gave it a go and said WTF. It gets even better, the morning of the group picture I headed out of camp to go to the picture taking site and I get flagged down for liquid poring out of the back of the bronco----geezzz. It ended up being the Mallory fuel pump, which came with the efi system. Upon disassembling it I found it to be making metal which then caused the seal to transfer rubber and leak. Of course Mallory doesn't want anyone to be able to fix this chit as seal was glued in but I out smarted the problem by machining the seal out and machining a little grove for a ring clip to hold the new seal in. With the pump making metal I knew this would be an easy seal to change now. As for the pump making metal it has to be from it being miss machined and after looking at the problem, and it's a gear rotor style pump the making problem should go away after it clearances itself, no issues with pressure. Fast forward---I looked at other options like going back to a carb and a possible new system, but the more I thought about the more I got pissed off----I just so wanted to haze the 39.5s at 7500----It's just a gear head thing! During the prior months I had been lurking around all of the efi threads here on clbs looking for something that would give me a clue but I didn't find anything as far as what were my issues. I did pick up on someone here called the EFIGUY though, and decided to P.M. him with the explanation of my problems, what could it hurt--- he'll either answer or blow me off. Well low and behold the EFIGUY jumped in head first with help and then realized he was just as big of a gear head as me! The EFIGUY went to my garage here and checked out the pics and started asking about the moter and setup, his first request was for me to send him the eec chip and to replace the 42lb injectors with 60lbs, so I did that. Check this out since the injectors were getting changed and of course since the fuel pump is making metal. I picked up a fuel filter element to replace the one in secondary 5 micron Mallory that came with the system, and here we go again:-X the f-in filter housing DID NOT HAVE A ELEMENT in it----really----and yes the 42s were full of metal go figure. Ok back to the efi stuff, once he got the chip and checked it out there were numerous programming issues like 350ci, it's a 408, total timing in the twentys from what I remember, it needs more 35 and goofy stuff that I can't remember. Another big concern of his was why the use of a chebby maf sensor which uses frequency, and the ford system uses hertz? He has heard of this massflo system in the tuning world, but this was his first hands on experience with it. He changed the tune on the chip, sent it back to me and I gave it a go, but to no avail---same chit. I called to tell him about it and he proceeded to tell me he'd been doing some research and it wasn't good. Stuff like the sensor interface with the frequency and hertz thing was a hindrance, the sensor itself wouldn't support anything over 5 grd rpm and the list goes on technically speaking. Well that really sucked to here so at that point he said we needed to come up with something would work with my deal, as it's a strange one being the sensor is in the air cleaner. Definitely an air flow issue with the sensor and more! While talking with him about the mess, I told him I was concerned about what the meter would flow because it really look like it would suck, so I decided to throw it on the flow bench. The throttle body and the 1" spacer together did 1160 cfm, kinda figured it would because the TB was a 1000 cfm deal and the spacers good for about 100 so that jived. Now the real issue---flowed it with everything on it and wow 730 cfm! I proceeded to forward the info to the EFIGUY. Two days later I got a call from Garry as by now we were definitely friends saying he had an idea on a possible solution which was to build a 4"id sensor tube at least 6" long, having a 5" inlet and outlet. So i bought a piece of 5.5 x .75 wall th. x 7" long aluminum tube and proceeded to machine it with Garry's and my motor guys advice. The motor guys heavy into the air flow thing, which was a big plus for this experiment. I machined the TB end first then the sensor port and then got kinda excited when I found a 5" turbo bellmouth to modify to fit on the inlet end which made for a really gucci inlet airflow path. When I finished machining the housing I flowed it to make sure it worked the way it was supposed to and it did, very stable flow which we were hopeing for as unstable air isn't good for the slot sensor. Garry then took over and we flowed the setup with the harness powered up and proceeded to map a tune using maf voltage points (30 of them) corresponding to actual cfm#s then converted to kg/hr and saved to the chip. Once we got done Garry did his calculations and said something wasn't right, even though the fuel curve looked good the fuel #s looked to be about doubled what they should be. Well we decided to try it anyway and sure enough it was way fat. We then went over my math that I was feeding Garry during the flow bench #s crunch, that apparently I screwed up with decimal points being in the wrong place with my numbers that I was feeding him. We chose to go strait to data logging for the tune as I was running out of time. there was a 2 day time period to get it right before I left town to go to the unevent in Oregon. I forgot to mention that Garry was so cool, the quarterhorse chip that we were using was on loan from him. So then a tuning glitch struck (couldn't data log) and we couldn't finish the tune. Even though the thing was fat I experienced scary power for this green horn. The Unevent was awesome all thanks to the EFIGUY. Since being back from Oregon Garry has checked in to the glitch and it's looking like it's on my end, Garry said no way is this thing going to a carb;D
