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While it happened to only...
While it happened to only one of our removed injectors, double-check all eight injectors to verify they have two O-rings on the injector body, one at the top and one at the bottom. It's common for the upper O-ring to get stuck in the fuel rail, which will cause a leak when the new injector is installed under it.
Recently, the aftermarket georotor fuel pump in our 3g GT project gave up the ghost (with Associate Editor Johnson driving-hmm, heavy-foot syndrome, perhaps?) and we needed a new pump on the double to make the drive to the World Ford Challenge. Talking to Steeda, we found out that due to the returnless fuel system in the '99-and-newer Mustangs, the georotor style pumps do not like to have their input voltage varied (how Ford adjusts fuel flow in the returnless cars), and they die after only a few short months of use. Dario told us this would be a perfect time to upgrade the 3g project with the Steeda ECU kit. So, after shipping him our ECU, we received in return the flashed ECU along with the complementing kit items. Now our 3g GT runs smooth as silk and clean as a whistle. Take a look at the pics and see for yourself.
Shortly after installing the new Steeda ECU and Dual Pump kit, we headed to Steeda's Pompano Beach digs to see how the install worked out and to test the driveability of our project, as our ATI P-1SC blower is not one of Steeda's usual blower configurations. While there, we wondered out loud about what kind of numbers our once-gelded Pony might be putting out.
With a light application of...
With a light application of machine oil on the O-rings, the new injectors are carefully seated and the fuel rails are lowered into place. Work with one injector at a time, ensuring all the injectors are seated into the intake and the fuel rails. Resecure the fuel rails. The driver-side rear bolt has a stud on it and an engine ground is attached here, so don't forget it.
Never one to need an excuse to strap down a car, Steve Chichisola put our 3g on Steeda's Dynojet for some updated numbers. Despite the muggy South Florida air, we were somewhat surprised to see a horsepower number slightly lower than our last venture on an unloaded Mustang dyno ("To the Power of X," Aug. '02, p. 119). This time, the 3g cranked out 362.2 hp at 5,300 rpm. We suspect our intercooled combo could use a bit more timing on the top end versus the nonintercooled setups used to develop this calibration. But the real story was the area under the curve we picked up versus our last pull with the chip-and our whopping new torque peak of 392 lb-ft at 4,100 rpm.
During his test drive in the car, Dario Orlando noted the slightest bit of rattle at the top end of the tach and asked about our spark plugs. When we said we were still running the stockers, he chided us and offered to install a set of Denso Iridiums two heat ranges colder than our stockers. We know the Densos work, so we readily agreed and were pleased with the results. We didn't pick up much power at the peaks, which rose to 367.2 hp and 392.7 lb-ft-but, boy, did she pull harder at the top end. From 4,500 rpm on we picked up power, including a huge 40.2hp gain at 6,000 rpm!
We almost omitted the dyno sheets due to space constraints, but these numbers are too interesting to pass up. Check 'em out. - Steve Turner
 The last part of our Steeda...  The last part of our Steeda ECU kit is the new Dual Pump assembly. To access the pump, the fuel tank must be lowered. The pump is located in the middle of the tank, and you will have to purchase Ford fuel-line disconnect tools, such as the one shown here, to disconnect the flexible fuel line from the pump fitting. |  After lowering the tank and...  After lowering the tank and disconnecting the fuel line, unbolt the pump top-plate assembly from the tank. The small bolts retain the top plate and seal the pump opening. Remove them carefully, and don't forget to unplug the pump wiring connector. |  The pump is secured within...  The pump is secured within the tank by two lock tabs, one on each side of the pump canister (similar to wiring connectors). To remove the pump, push on the retainers while lifting the canister. |
 The factory single pump housing,...  The factory single pump housing, which had been modified to accept our aftermarket georotor pump, is shown here in the top photo. The new Steeda dual fuel-pump assembly is in the bottom photo. |  The new Dual Pump is a bit...  The new Dual Pump is a bit bulkier and takes some patience to fit through the opening in the Mustang's fuel tank. When we asked head technician Steve Chichisola if there were any tricks to getting the Dual Pump installed, he said, "I know it's tight, but if you keep working at it, the pump will work its way in, sort of like a puzzle piece." Once the pump, injectors, and Steeda ECU are in place, you're ready to hit the road with great driveability and clean emissions-impressive for a blown Mustang. |  With the modular's individual...  With the modular's individual coil packs, you will have to unbolt the coil from the intake before you can access the spark plug. The coil can be left connected to the harness as there's enough extra wire length to allow it. |
 Once the coil is out of the...  Once the coil is out of the way, a long extension and swivel adapter help get the spark plugs out of their homes deep within the Two-Valve cylinder head. Make sure your spark-plug socket has a rubber plug retainer within it to prevent dropping the spark plugs. |  When installing the new plugs,...  When installing the new plugs, use a light coating of antiseize on the threads to prevent problems during future removal. The coating helps minimize the corrosion that happens when dissimilar metals are in constant con-tact with each other-in this case, the aluminum threads in the cylinder head and the steel threads on the spark plugs. | |