Hey guys, I know I have posted about it before and its in my signature 2 weeks ago I took a decent picture of it after I got the new oil pan set up but I still have a lot to do. But here it is another EFI set up 400,
Even more odd is what it is going in, 96 F150/250 hybrid. This project has been a long road I just hope this thing isn't horrible on fuel, it is getting a E4OD 9.8:1 compression(I don't remember CC on Tim's 0 deck height dish piston) Full roller valve train, there is a lot that turns into .
Sadly in the back of my mind I know a windsor would have been cheaper, and a LS would have been easier, but I like the 335s especially over my 351W that is in the truck now with its GT40P heads and JBA short tube headers plugs will be fun to do.
Enough rambling let me know what you guys think.

Curtis

 

Very nice. Wish I could fit that under the bonnet of my 72 Gal.

 

. Are those ram tubes made for a 400"? We'll have to compare performance if I ever get my 351M Re-Modified and Modernized to a carb'd RMM400M for the F150... LOL! Since you're close by...

 

Thanks guys, I can't wait to hear it come to life.
crsmiffy, I was debating on putting it in a car but the truck is waiting .
BuzzLOL yeah we can do that, the pipes are a 5.0 truck upper intake into a 351w lower(port matched to the 5.0) into the 351w to 351M/400 spacers, lower intake was port matched to the cleveland ports also it has been a project for sure.

Curtis

 

What kind of computer are you running for the EFI? Probably EEC-IV? Are you doing the tuning yourself? This looks like a really cool build, nice job.

 

Computer will be same one that is currently in the truck, a MUG-2 processor. The truck is a 96 so first and only year the 351w ever seen EEC-V SEFI, MA, even had the correct harmonic balancer and crank position sensor for it.

Those parts became useless after talking to the guy that will be tuning it, everyone here in Michigan wants to do wide open throttle tunes or say its not ohc or eec-v and don't want to touch it, so after it is complete I will be loading it on the trailer and taking it from here(just north of Toledo) to Cleveland where he will meet me at a shop out there he goes to(guy is from new york). I want to tune it myself but being I have never tuned before I will let a expert spend a couple hours with it on the dyno and gladly hand him the money instead of enjoying a learning curve on a brand new engine.

Thank you, yeah it has been a process I just hope in the end it is all worth it. I have invested a lot into this, not even sure if the hood will get in the way yet.
I just got the heads cleaned tonight, cleaned mating surfaces and bolted them down. I might have it closer tomorrow scheduling of side work we will see. It is getting down to the little things now, but they are all important.

Curtis

 

. I'm concerned those little 302W and 351W parts are going to start whacking off power down at about only 3500 RPMs on a 400" engine... but maybe that's all you need for a "hybrid"... Oh, OK, not that kind of 'hybrid', eh?

 

Nice, I really don't know about any EFI system except my 95 Ranger with a 2.3L and EEC-IV so this is a lot different haha. I've thought about getting a quarterhorse tuner and playing with a laptop some but I don't know if it's worth it on a 140ci 4-banger. Thats cool you live in Michigan, I live in Indiana so we are fairly close. I'd like to do an EFI 400 some day but don't know if I'll ever have the budget.

 

The 351W lower is the real killer for the intake set up the tiny oval ports it used being it was "tuned" for a 351. I used the most aggressive non ferrous metal bit I could get on it I will post a pic of it when I get home. being it is completely separated from the lifter valley I went as big as I could. The throat of the 5.0 upper has been opened up running BBK twin 61mm. Running this same combo on the 351 that is on the truck now it really wakes up at 2800-3000rpm with the stock roller cam with 1.72rollers. A friend of mine that is a ford builder and I figured 4500 or so it would start hurting its ability to breath vs. the trick flow set up for EFI on a 351C that is 3,000-9000rpm, I want to drive the truck and use as a truck.
Cole if you can find a single plane intake, a efi elbow and a A9L fox body computer it would not be all that hard to do only thing is tuning it. Yes not far off I have been to the Bad Lands out there in Indiana once the toy is built I want to go back out there.
Well off to work.

Curtis

 

. Chevy guys have a similar situation, the 1985 - 1992 TPI EFI setup was kind of designed to torque up a little 305" engine, when used on 350" or larger, it flattens the HP curve completely above 4500 - 4000 RPMs... depending how big the engine is...

. Here's the stock long tube TPI system on a hot Chevy 383" (stroker) engine (236/246 cam). Notice how the HP curve (blue line) just goes flat at 4400 RPMs. (red torque line: that biggish cam doesn't start pulling hard till over 2700 RPMs) (This 383" engine would go 500+HP with a different intake manifold system):



. Here's the entire 10 EFI intake/10 graphs testing article if interested:

http://xtremecarzone.com.au/index.php?showtopic=386

 

Good bit of info... Okay, here is my cam specs, dur. @ .050 200in/210ex lift .519in/.536ex with a 112deg. lobe seperation trick flow power port 195cc heads with 72 cc chambers and set of hooker 80-82 351m/400 1 3/4" long tube headers. So with that I am not looking for high rpm power, but I want to make torque down low until its at peak. With that being said, and not ever remembering the TPI junk they never came back until the LT-1 was introduced then it was over awesome power combinations have been made with the gen-2 platform.
My combination is not going to do what I want, but the ports are not that small? runners too long? what options do I have? I have a single plane intake for the 400 but never really seen these set ups outside of a drag strip application. Looking at a lot of OE style intake configurations there is a lot of bends and twists,worst I think is the 97-03 4.6-5.4, the LS stuff performs. sheetmetal style I could do it but I just don't have that much time or the TIG anymore.
unfortunate this set up is looking like it is not going to do what I want, the 351 in the truck now everyone kept saying with the gt-40p(bowl blended and minimal port work) bbk shorties 1.72 rollers(stock cam) and a intake set up like with twin 61mm throttle body, this would not see a need for 24lb injectors but with the 19s she felt weak and was running 27-28 on fuel trims with bank 1 and 2 lean codes. Swapped 24s back in and the little windsor was happy.
What should I do?

Thank you,
Curtis

 

. Not sure just what you want... looks like your setup will work well with strong torque from stock converter stall RPM up to wherever the EFI tubes flattened the HP out and cause the torque to nosedive like in the graph above... prolly in the 4000's somewhere... your 200/210 cam should pull hard from 1000 to 5000+... but, of course, the long, smallish EFI tubes will prolly cut the top of that off...

. What some people do is mount an EFI plenum on top of the bottom from a tall dual quad tunnel ram intake that has injectors added... for a 'TPI' setup... Tunnel Port Injection... similar to the aftermarket's Tunnel Ram Injections...

 

Well I want torque from start to finish of which you hit it on the head where the cam dies at little over 5,000, I am not looking for a race car the truck moves pretty good but either way you look at it 4x4 extended cab and a gas engine. If it will out run new trucks light to light hey I am happy, if not who cares.

The intake combo I wanted to run long runners to try to up the low end more, that was my deciding factor along with keeping the EGR so little ease of simplicity, also going to leave cats on it so its emission happy(don't ask why Michigan does not do emission tests). I just don't want to see the TPI type blues when this thing is done, I have invested way too much time and funds into this thing to have a worthless turd, if I can correct before its done I want to.

Little insight, I will be the first to say I don't know everything I welcome opinions and info from people that have been there and done that. I can say most guys my age(29) think they know everything etc. that is not me.

Being I have the 351W to 351M/400 spacers I had even thought about running a dual quad 351w intake use injector bungs in it, 2 60mm throttle bodies linked one with sensors one just for the opening. enclosed in a box style intake piping and 2 mixing hats for dual fuel with propane but, with the way propane prices are going I don't know. I did quite a bit of research on it and just kind of gave up scrapped the idea. I might look into sheet metal intakes and what goes into them different designs.

Thanks,
Curtis

 

The bottom of a Weiand 351W Tunnel Ram intake (if there is such a thing) plus your 351W to 400 adapter plates plus an EFI plenum on top may give what you want... similar to the Holley Stealth Ram setup in the 10 intake comparo link above that gave a Chevy 383" 490 lb.-ft. and 505 HP (using smaller valves than in stock 2V 351M/400 heads)... the basic Weiand tunnel rams are usually a little more conservatively sized than the Edelbrock ones and thus more friendly to street/truck use... while giving more HP and more torque across the whole RPM range, fatter torque curve, than any other carb.-intended manifold... and work for EFI/injectors added as well... 8 hole spacers can even be added between the EFI plenum on top and the tunnel ram base to extend the runner lengths a bit and fatten up the lower RPM part of the torque curve, if/as desired, and the truck has sufficient hood clearance to do so...



https://www.google.com/search?q=pict...+ram+injection (refreshing this link will sometimes pop up pictures of about 100 different variations on this design and ways to add the plenum or add the throttle body to the front of a top blocked off dual quad plenum)

. The low rise stock type dual quad manifolds usually don't work as well for anything as a good single quad manifold nowadays... except for looks... dual quads (or tri-power) on a low rise to clear stock hoods were popular before bigger 4bbl. carb.s (bigger than 500-600 CFM) became available...

. Or use a 351C 2V Tunnel Ram base (if any) and 351C to 400 adapter plates...

. Yes, I'm hoping my 351M converted to 400 can put the kabosh on the newer Dodge 5.7L Hemi trucks... maybe even the newest 6.4L Hemi ones... and the Ford/Dodge V10 ones... and have the exhaust pipes sound as good, or better, also... plus improve its current 8 MPG...

 

[IMG]<a href="http://s1303.photobucket.com/user/Curt408/media/400current_zpsdaedf9e5.jpg.html" target="_blank"><img src="http://i1303.photobucket.com/albums/ag160/Curt408/400current_zpsdaedf9e5.jpg" border="0" alt=" photo 400current_zpsdaedf9e5.jpg"/></a>[/IMG]
Get my saginaw A/C, power steering bracket back Monday, Finish mock up on the Serpentine set up. Pull that apart, send pulleys and brackets off to powder coat maybe wait for intake manifold set up also either gunmetal gray or a silver.

Bought a set of Hooker 80-82 headers they are hitting the canton oil pan need to heat and bend away from pan then they will get a header coating, my 77-79 flow tech would not work did mock up and drivers side dumped right into the trans pan so thats out. Block and tins I wish I would have had powder coated now knowing the prices, I will put it this way frame, and body may be getting powder coated. Truck wont see salt again but I hate rust.

Should have my frame/rolling chassis/new truck for mock up by the end of the month so I can set up for the 400/E4OD, then for the mock up 351w/E4OD so I can put the extended cab ranger body on it(91 std. cab long bed frame) and dump current drivetrain in the new set up, building a ranger on a full size frame cutting frame down so it has right wheel base then after its all ready pull engine trans tcase out and put it together on a weekend and to work on monday. That is the plan anyway .

Curtis