Crossflow performance?

[Anonymous]

Well, getting my old Xa back up and running for my work wagon, so I'll have a chance to rip into the crossflow in my XF and fix a few problems (oil pressure loss after running for 15-20minutes, cold starts, anyone point me in the right direction of oil pressure problem?).

So, while the crossflows out and in bits, what are some sort-of quick, not too expensive performance upgrades I could do?
I've got extractors and a stage 2 cam on the wish list?
Anything else?
Suggestions on cam choice?

Engine is EFI 250 crossflow.


SOmething that pisses me off is the size of the airbox and position, whats the best way to get rid of it/replace it?

*lots of oldskool experiance, none of the newskool/efi*

 

[xctasy]

Easy. Add headers. Good for an 18% power boost, and a 13% economy improvement. Even in the XC Falcon days, a 92 kw 4.1 which had about 62.6 kw at the back wheels would gain another 11.4 kw at the back wheels with just the basic Perry header. In a 111 kw XE engine, or a 121 kw XF EFI, that would rise to 131 to 143 kW with a good header and free flow exhast, no problem.


http://img.photobucket.com/albums/v223/ ... actors.jpg

How do you fit it? You just use 76 mm tube, and run it like Queenslander Mike Vine did on his Turbo XE and XF Falcons. This allows you to keep the battery where it is, yet still have space for a great exhast system. In his case, his exhast system mod added 65% to the peak power of his XF Falcon!

http://img.photobucket.com/albums/v223/ ... ICTURE.jpg

Simple, neat, and it works fine.

Option two is what my mate Richie did in his EFI Cortina. Took the air box out, and layed the 75 mm pipe and air meter over the back of the fire wall.

http://img.photobucket.com/albums/v223/ ... ortina.jpg

The stock EFI unit is arranged to foul any attempts to put a set of good headers on the engine. The EFI engine needs good headers, there is 18% more power to be had with them. The other option is to run the air meter like the BMW 635 CSI unit.

http://img.photobucket.com/albums/v223/ ... gement.jpg

Heck, Ford copied the set-up from Bosch anyway, and there is enough room for a flat pannel air cleaner to fit with ease.

Unlike the later EFI systems, Fords early attempts at sequential injection were very basic, and the engine can run fine on 3.3 or 4.1 liters, with or without turbo, or with or without the 3 feet of intake runner length, with or without an inline CA 425 gas carb, with or without headers, with ot without a 256, 264 or even 280 degree cam, with ot without an auto or manual box. Only thing that messes it up is high compression ratios causing knock.

The set-up is one of the most friendly to modifications around.

The restrictions of the stock system were conquered by Jack in the Mustangs by putting the battery in a marine box in the boot. AIT did it by moving the battery to the boot.

For those who want to see the issues first hand, check these out.

http://img.photobucket.com/albums/v223/ ... kXEEFI.jpg

http://img.photobucket.com/albums/v223/xecute/xeefi.jpg

http://img.photobucket.com/albums/v223/ ... EMATIC.jpg

 

[MustangSix]

Actually, we ditched the air meter altogether in the Mustang. We're running a MAP sensor with the SDS. The inlet goes directly to an airfilter box. The battery is in the standard location, but we did move the starter solenoid down.