Ford Racing Performance Parts 2014 - page 224-225

COBRA JET 123 MM BILLET
MAF HOUSING
M-9600-CJ
• 123 mm Mass Air Flow Sensor Housing
• Add to your underhood “bling” factor with this massive mass air
housing that looks as good as it performs!
• Cobra Jet Mass air meter housing — recommended for highly modified
2007-2012 Mustang SVTs
• Proven to support over 800 hp in 2007-2012
Shelby GT500 applications
• Eliminates production resonator
• Fits production air tube
• Precision CNC'd billet aluminum
• Polished finish
• This kit includes the housing and mounting tab
• Perfect upgrade to existing Ford Racing Mustang SVT power upgrade,
cold air, and supercharger kits!
• Recommend air filter M-9601-D
• COMPUTER CALIBRATION REQUIRED! Calibration not included.
Sold for tuner use
224
Ford Racing Techline (800)367-3788
SUPER COBRA JET
140MMMAF TUNER KIT
M-9600-SCJ
• 140 mm Mass Air Flow Sensor Housing
• 2010 Super Cobra Jet Mass air meter housing — recommended for
highly modified 2007-2011 Shelby GT500
• Proven to support over 1100 hp in 2007-2011 Shelby
GT500 applications
• Precision CNC'd billet aluminum
• Polished finish
• Perfect upgrade to existing Ford
Racing Mustang SVT power upgrade,
cold air, and supercharger kits!
• COMPUTER CALIBRATION REQUIRED! Calibration not included.
Sold for tuner use
• Recommend air filter M-9601-D
• 140 mm MAF housing requires a custom air tube and may have
interference issues with the factory hood when using production
engine mounts
2010-2014 MUSTANG SVT
RESONATOR ELIMINATOR KIT
M-9B659-MSVT
• Fits 2010-2014 Shelby GT500
• Designed for improved air flow
MUSTANG GT DUAL
FUEL PUMP KIT
M-9407-MSVTA
2010
M-9407-GT05
2005-2009
• Includes harness, dual fuel pumps, drop-in housing and fuel pump
driver module
• Includes all installation hardware
• Highly recommended for any application making over 400 hp
• COMPUTER CALIBRATION REQUIRED! Calibration not included.
Sold for tuner use
LIGHTNINGMASS
AIRMETER
M-12579-L54
• Fits 2001-2004 F-150 Lightning
• Stock replacement 90 mm Lightning Mass Air Meter
• Requires recalibration for use on other vehicles
FUEL RAIL SPACER KIT
M-8510-M2L
• Fits 2007-2012 Shelby GT500
• The spacers are placed between the fuel rail and intake manifold to
provide the extra space needed for the taller injectors
• Competition proven in Mustang Cobra Jet
• Required for installation of Ford Racing M-9593-LU60 and
M-9593-LU80 high-flow injectors
• Kit includes 4 aluminum spacers and 4 fasteners
MUSTANG SVT DUAL FUEL
PUMP KIT
M-9407-MSVT
• Fits 2013-2014 Shelby GT500
• Supports up to 850 horsepower
• Uses factory wiring harness
• COMPUTER CALIBRATION
REQUIRED! Calibration
not included.
Sold for tuner use
IGNITION, FUEL SYSTEMS AND ELECTRICAL
225
IGNITION, FUEL SYSTEMS AND ELECTRICAL
DISTRIBUTOR GEAR INSTALLATION
The following information covers the installation of a new distributor gear
onto an existing distributor. When replacing the distributor gear, it is
important that you choose the appropriate gear for your application.
If you have questions regarding your gear selection, please contact the
Ford Racing Techline at (800)367-3788. Failure to use the correct gear
will lead to premature gear failure. Premature gear failure may also be
attributed to improper meshing of the gear teeth between the camshaft
and distributor. For that reason, we recommend that you install a new
distributor gear when installing a new camshaft.
INSTALLATION INSTRUCTIONS:
STEP 1:
Remove roll pin from distributor gear and shaft. Save pin
for re-assembly.
STEP 2:
Verify that the shaft endplay is .024" to .035". Modify collar if
necessary. Some aftermarket distributors may be constructed
in a manner that does not allow you to achieve .024" to
.035" of endplay. See “Alternative method of verifying correct
distributor gear installation” if your distributor does not have
.024" to .035" endplay.
STEP 3:
Press original distributor gear off shaft.
STEP 4:
Mark location of original roll pinhole on the shaft by drawing
a vertical line along the shaft that intersects the hole. Measure
from the center line of the roll pinhole to a fixed point above it.
Note that dimension.
STEP 5:
Press new distributor gear onto shaft.
NOTE:
Replacement distributor gear does not have roll
pinhole.
STEP 6:
Pull distributor shaft out of distributor housing to eliminate
endplay (see Figure 1).
STEP 7:
Check location of distributor gear on distributor shaft (see
Figure 1). If it is not in the correct location, use a press to
move the gear to the correct location.
STEP 8:
Using the vertical line on the distributor shaft and the noted
dimension (see
STEP 4
), roughly plot where the original roll
pinhole is located. Drill a new .125" hole 90˚ from the original
hole, above or below it, through the gear and the shaft.
NOTE:
It is important that the dimensions called out in
Figure 1 are maintained while drilling.
STEP 9:
Insert roll pin and check dimensions (see Figure 1).
WARNING:
If the distributor gear is installed incorrectly, it may
be forced down against the support in the block or may be
held up away from the support in the block. Both conditions
will cause damage to the block and or the block and gears.
When the gear is properly installed, the cut on the gears and
the direction of rotation will pull the distributor gear down
against the support (distributor gear thrust face) in the block.
ALTERNATIVE METHOD OF VERIFYING
CORRECT DISTRIBUTOR GEAR
INSTALLATION:
After
STEP 7
, install distributor assembly in the block you
are using. Timing chain set and camshaft must be removed.
With the aluminum distributor housing fully seated against
the block, verify that the distributor gear can be lifted off the
support in the block at least .005". Next pull the distributor
gear down against the support in the block and hold it there.
Pull up on the aluminum distributor housing and verify that
you can lift it up at least .005" while holding the gear against the
support in the block. This procedure will confirm that the gear
is not being forced down against the support and not being
held up off the support in the block.
Continue with
STEP 8
.
COMMON DISTRIBUTOR PROBLEMS:
Distributors with very little or no shaft endplay. This has been found
with new and remanufactured distributors. Improper endplay may force
the gear against the support in the block or hold it up off the support,
causing damage.
Distributors that have a different material gear than advertised. It is
important to run the correct distributor gear for the camshaft that you
are using. Consult the manufacturer of the camshaft you are using for
gear recommendation.
Some heavy-duty oil pump drive shafts may not allow an EFI distributor
to slide down far enough over the oil pump drive shaft. EFI distributors
have a longer shaft below the gear.
Running an HV oil pump with production bearing clearances can cause
abnormally high oil pressure and possible premature distributor gear wear.
Gears on camshafts with a very poor finish. This could cause premature
distributor gear wear.
New and remanufactured distributors with the gear installed at the
wrong height.
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