111 19th St,  Hastings, MN NEXT DAY PICKUP  --> Saturday 9-25-2016 This Auction includes products from Major retailers such as but not limited to Home Depot and Kohls Overstock, seasonal and Online Customer Programs We will state to the best of our abilities the condition of the product Not Used- It is an open box item that has never been used (many open by us to verify contents most of them tools) Used- Used item- we test/turn on  the items that we can, if not able to test we will let you know in the description. Customer Return Program- This items are new, customers canceled the order before it could be shipped and item can not be place back on inventory. Seasonal-Discontinue Items- This items are new but most often we will open boxes to verify contents and condition of item . We use Stock photos as well as actual photos on New items, and Open Boxes of items that require assembly. Please be sure to review all photos on the item. Now we can also deliver at our Hastings Location :

KX Real Deals St Paul 967 Payne , St Paul MN you can pay over the phone and schedule a pick up time Store Hrs are Tuesday to Saturday  from 10 am to 5:30 PM We are also offering Shipping (you pay actual shipping cost)  with a few exceptions via Speedy Delivery, Please contact us with any questions You also have the option to pay over the phone and pick up during store hours in St Paul the following week Hastings Store hours are from Wed to Sat 10 am to 5:00 PMMoreno Valley, California, resident Rex Thomas bought his 1977 Mustang II as a derelict back in 2000. Ever since, the original V8/C4 auto trans car has been a work in progress. The now-retired postal worker says he “was trying to fix things up so it would be a nice car to drive.” The engine has had one issue after another. According to Rex, “It was in and out of the car at least four or five times to replace major parts.” When a cylinder finally cracked five years ago, he scratch-built a whole new engine based around a 1989 5.0L cylinder block and 1985 heads.

“I piece-worked the engine together incrementally.” Although the late-model block was factory roller-cam-compatible, Rex—on a retiree’s budget—put in a flat-tappet RV cam and initially reused the original two-barrel, variable-venturi carb. However, Rex says the “POS” carb had never worked right as long as he owned the car, so eventually he decided to take the EFI plunge, which potentially could make the car California smog-legal with referee approval as an “engine swap.” “I bought the parts for a late-1980’s 5.0L EFI system on eBay. It took a long time to do it. I had to learn about EFI—and I’m not a Ford expert.” When he finally got the EFI up and running about a year ago, a frustrated Rex laments, “There were so many problems I can’t remember them all!” Idle quality was unstable and the car often stalled. Fuel mileage was horrible. Rex took the car to three different shops—none could fix it. Enter Mark Sanchez at Advanced Engineering, HOT ROD’s go-to SoCal Ford fuel-injection and retrofit expert.

With the car now at Sanchez’s compound, we hoped the fourth time would be the charm. After noting the Mustang’s “extremely bad idle and acceleration,” Sanchez says he “found the basic problem within two minutes of popping the hood—the computer and firing order were mismatched.” He could see the distributor cap was wired to conform to the old Ford carbureted 302’s 1-5-4-2-6-3-7-8 firing order. homedics hepa air cleaner ozoneThat’s correct for the original 1977 engine and Rex’s flat-tappet cam, but totally wrong for a 5.0L Mustang with sequential fuel injection (SFI) that uses an engine control unit (ECU, aka “the computer”) set up for a 1-3-7-2-6-5-4-8 order.ionic air purifier hf 210uvThe Mustang would never run right until the sequential injectors’ firing order was fixed. zielonka air cleaner

“The car had been to numerous shops, but no one had enough common sense to pick this basic problem up,” Mark says.A scan-Tool plugged into the vehicle’s diagnostic port revealed a passel of Sensor trouble codes that required either proper adjustment or replacement of multiple Sensors and Relays. The Neutral/Drive Switch (NDS) at the trans was also MIA, there were problems with the mass-airflow Sensor (MAF) and air-filter layout, the O₂ Sensor location, the idle air control (IAC) motor, and even the fuel pump and fuel line routing and plumbing. But first things first: Fix the frakked-up firing order. Mark confirmed the computer was indeed for a 1989 Mustang 5.0L EFI application with the “late” firing order. If Thomas had used a 5.0L EFI F-150/F-250 pickup truck ECU, everything would have worked out because the trucks had less timing-sensitive batch-fire injector sequencing. Still, Mark was able to make the Mustang’s sequential-fire ECU work by swapping the injector-firing wires in its 60-pin master connector to correspond to the different firing order.

With the basic problem fixed, Sanchez went on to address the failed Sensors and fine-tune the retrofit installation. The O₂ Sensors were located too close to the exhaust flange on the car’s log-type exhaust manifolds, where they couldn’t equally sample all the cylinders on their respective banks. The Sensors themselves were of unknown origin. Sanchez recommends the use of genuine Ford or Motorcraft Sensors engineered specifically for the application. “Even real Ford Sensors may appear identical, but there are different calibrations for different vehicles. If the calibration is off, the average range of value will be skewed, and the vehicle can run too rich or lean.” Sanchez replaced the Sensors with gennie 1989 Mustang 5.0L EFI Ford units, relocating them downstream after the exhaust manifolds where they’d have common sampling points.The exhaust gas recirculation (EGR) valve regulator’s coil was bad (had no resistance), and the EGR position Sensor couldn’t properly determine what position the EGR valve was in as it moves through its cycle.

This caused the car to run full rich. The Thermactor (smog pump) control circuitry had a failed Thermactor air bypass (TAB) and Thermactor air diverter (TAD). This causes catalytic converter light-off problems as well as the O₂ Sensors to read lean, resulting in an excessively rich mixture. The throttle position Switch (TPS) was out of range: In order to keep the car running with its mismatched firing order, it had been deliberately misadjusted to raise idle speed. Once Sanchez fixed the firing-order problem and repaired or replaced the faulty Sensors, he was able to achieve a stable 750-rpm Park idle-speed, and adjust the TPS to read “exactly 1 volt at idle, the setting preferred by performance guys.”That left the antistall NDS, which on stock 5.0L cars is built into the AOD (automatic overdrive) trans. The old C4 trans lacks internal provisions for this Sensor, so Sanchez installed a generic Switch on the shift linkage.Collectively, these fixes vastly improved idle quality, but there was still an occasional, intermittent idle instability, especially under cold-start conditions.

The IAC should be able to compensate for momentary idle-speed fluctuations, but even the original, stock 5.0L Mustangs sometimes had issues in this regard. Ford issued a service fix adjustable bypass flow-control valve to address them. It’s still available from Ford and Sanchez installed it as the final idle-quality enhancement. Rex’s idle stability and stalling have been fully rectified, and the engine now runs smooth overall. However, with the basics cured, some chronic problems still remain: Sanchez identified an airflow turbulence issue with the existing air filter and air inlet duct. In this case, the flow was going around the edges of the filter and MAF, creating a vortex. Sanchez explains he “temporarily fixed the problem during tuning with a cardboard baffle. The owner will fabricate a permanent aluminum baffle for a final fix.”Additionally, Thomas’s primary electric fuel pump and undersized filter are, in Sanchez’s opinion, “located too close to the front of the car—it’s a pusher pump being used here as a puller.

This created [a vacuum] in the fuel line, so the owner installed another pump near the gas tank to feed the front pump, but it’s not big enough. The main pump was overheating because it was starving. After warm-up, during extended driving, this causes a fuel-pressure fluctuation. And that means the injectors aren’t delivering fuel correctly, and the O₂ Sensors are always chasing the fluctuation. This issue still needs correction.”