lincoln mark vii computer?

[gadget73]

I've actually got a non-chrome Mark VII. Its a black SE, bumpers and trim are painted body color. If you happen to have a really nice set of fog lights, I'd be interested but I'm actually pretty good as far as VII parts go. Mine is definitely not perfect, but some of its issues are either such that its impractical to ship the part to fix it, or upholstry related. The latch on my center console is broken for example, but the actual broken part is in the base of the console and its not a replaceable piece. I would need to swap the entire console out to fix it, and I'm just not doing that.

[BerniniCaCO3]

I'll have no idea for 3 weeks-- the point at which this motor should be dropped in and ready to fire up, and I'll know whether it works (or doesn't!). I don't know if I have the right to keep hypostang waiting for 3 weeks :-/

So gadget-- if I'm going HO, I definitely do want to use the mark vii computer, the risk being that it might not run right, in which case I'll be in the market for a mustang computer, maf sensor (...which I do happen to have, off an explorer), and some buddy-buddy time with the soldering iron rewiring for the mustang computer?

[hypostang]

I am in no hurry and don't mind waiting at all

[hypostang]

Wondering what happened with the Mark Vii computer discussed above?

[86VickyLX]

You need one? I have one. I pulled it out when the car decided to be a bitch with speed density with my explorer engine.

[hypostang]

You need one? I have one. I pulled it out when the car decided to be a bitch with speed density with my explorer engine.

You have P.M.

[hotrodtc]

I call dibs if anyone else has one

[BerniniCaCO3]

I took it, installing this tuesday in fact
Hey 86vicky: I'm going with an explorer cam, and explorer heads (but HO intake)... for all intents and purposes it will be an explorer engine...
what sort of symptoms did you have, what should I watch out for?


Btw, on camshafts:

Explorer:
intake duration is 256 @.006 lift is .422
exhaust duration is 266 @ .006 lift is .488
Lobe center intake 118 Lobe center exhaust 114

HO:
intake duration is 266 lift is .444
exhaust duration is 266 lift is .444
lobe center is 116

non-HO:
.444 lift, 266 duration, and 204 duration at .050 lift.


These are just pulled from other forums... what do those numbers mean,
and would they explain why the explorer would not like the HO speed density computer?

[BerniniCaCO3]

I might end up with an extra btw; will know for sure in a week or so.

[85crownHPP]

I have an ECM, D9S HO speed density

[hypostang]

I have a guy on another forum has one...He says $35 shipped to my door , anyone can beat that I will paypal immediately.

[1990LTD]

I have an ECM, D9S HO speed density

You dont still have this, do you? I thought I read you sold it. I have the dx3 i got from you a while back but if I could do it over again I'd get the d9s for the J port, I'll need to be able to edit some parameters with the goodies I have planned. a mustang ecu would work but i needs me cruise.

[1990LTD]

btw if Pete does still have the computer to sell me I'll sell you the DX3. It's the Lincoln mk vii computer that you can not use a tweecer with, but if you're not doing a lot more than the HO swap you can have it cheapish.

[86VickyLX]

I took it, installing this tuesday in fact
Hey 86vicky: I'm going with an explorer cam, and explorer heads (but HO intake)... for all intents and purposes it will be an explorer engine...
what sort of symptoms did you have, what should I watch out for?


Btw, on camshafts:

Explorer:
intake duration is 256 @.006 lift is .422
exhaust duration is 266 @ .006 lift is .488
Lobe center intake 118 Lobe center exhaust 114

HO:
intake duration is 266 lift is .444
exhaust duration is 266 lift is .444
lobe center is 116

non-HO:
.444 lift, 266 duration, and 204 duration at .050 lift.


These are just pulled from other forums... what do those numbers mean,
and would they explain why the explorer would not like the HO speed density computer?

It's not the cam. Me thinks it's the combination of better flowing intakes (more air), larger displacement (more air), and a computer that cannot compensate for it (more air).
Speed density controls fuel delivery by the use of a map sensor which monitors Manifold pressure or lackthereof, vacuum. The vacuum readings are based on a set of operating parameters that pretty much say;

If you are reading 'X' (being 20inhg) vacuum reading, then there is 'Y' amount of air in the stock engine.

Now with freer flowing intakes and bigger displacement, the vacuum reading is still 'X' (still being 20 inches) but the computer thinks the amount of air in the engine is still 'Y' where in actuality the engine has more air in it. So the engine runs lean. And in cases it runs very lean and causes a lean misfire, and backfiring in the intake. Contrary to belief, there is really no memory fuel adjustments with the early EEC-IV computers.

Before we go on here's my setup

1997 Mercury Mountaineer 5.0L
Block bored 0.020" over stock
Coated Hypereutectic Pistons with Moly rings
Explorer Cam installed normally (no advancing or retarding)
GT40P heads
GT40 intakes
Lightning EGR Spacer
65mm Throttle Body
19# injectors from Explorer
Stock Fuel Pressure Regulator
D9S computer
50GPH (190LPH) stock replacement fuel pump


So I'll go through my symptoms and I'll refer back to this part.
When I first put the engine back in August of last year, I had problems with hesitation, popping/backfiring, and surging. Start the car, the engine would idle great. Idle high, and then come down to base idle. It would run fine until it starts to warm up. The idle rpms drop off, as does vacuum, and the engine acts as if it's going to stall (and sometimes it did). It would run really rough, and then, the rpms go back up and it would then idle normally, no driveability problems. Until I was to start it up again.

Starting the car and driving it right away gave me these same problems here. Plus introducing the hesitation popping and backfiring.

If the car was cold it would run fine, but as it warmed up these symptoms would appear. The warmer the engine was the faster these symptoms would come up. At operating temperature, it was about 30 seconds for it to start happening, about the amount of time it takes for the computer to switch from open back to closed loop.
Driving it while it's doing this bullshit yielded hesitation, and in some cases popping if I let in the gas a little too much. It would hesitate and then it would surge. It wasn't at wide open throttle, it was part throttle, you know, normal acceleration, and a steady cruise would be very rough. It would 'fix' itself if the rpm were kept relatively steady for a period of time. The computer would note lean conditions, but looking at sensor readings, mostly injectors, the computer didn't really compensate for this. Since the computer thought that everything was ok, since vacuum readings were pretty much where they should be for the amount of fuel going in. But as I said above, the computer is reading a vacuum reading, not the actual amount of air entering the engine. So the computer could never correctly compensate for this additional air except for wide open throttle, and even that air fuel mixture isn't as rich as it should be.



Speed density computers will potentially run ok with stock bore Explorer engines with HO cams. It's happened through a bunch of guys on here. FatNasty being one of them.