Tank baffle for EFI?
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Cargo Master
Joined: Apr 2003
Posts: 2,408
Likes: 5
From: Parkesburg PA
Tank baffle for EFI?
Ok, So the more I think about it the more I want to go EFI with my Supercab. I've been able to make some headway on my 393 and have decided to use the E4OD I have so I'm not screaming down the highway. At 85mph I'll see almost an 1,100 rpm reduction with OD... I'm going to use the US Shift controller.
Anyway, back to EFI. My first thought was to use the later tanks/senders/etc. Problem is the fuel gauge would read backwards. So then I thought of using the earlier system with the reservoir, low and high pressure pumps, etc. That's a maybe but suffers from crossfeed problems if the tank pumps are weak.
I'd like to just run two in tank pumps, check valves, Y adapter and return through a 3-port selector valve. My question is will it have problems because the tanks are unbaffled? The factory system uses a fuel reservoir, I'm assuming to deal with the lack of baffles.
Anyway, back to EFI. My first thought was to use the later tanks/senders/etc. Problem is the fuel gauge would read backwards. So then I thought of using the earlier system with the reservoir, low and high pressure pumps, etc. That's a maybe but suffers from crossfeed problems if the tank pumps are weak.
I'd like to just run two in tank pumps, check valves, Y adapter and return through a 3-port selector valve. My question is will it have problems because the tanks are unbaffled? The factory system uses a fuel reservoir, I'm assuming to deal with the lack of baffles.
Logistics Pro
Joined: Jan 2007
Posts: 3,827
Likes: 103
From: Martinsburg, WV
86 EFI senders and are compatible with your dash an will work in your existing tanks, all tanks in 86 had the large hole for the fuel hat. The 5.0 was efi 85-86, the pumps can be upgraded with aeromotive type units if you want, or just throw a larger boost pump, and the later system has waay more crossflow issues than the early system, why they had to add check valves as a tsb/crutch. It's biggest issue was the damn in reservoir filter. The only real difference in the later tanks is the vent support in the filler neck was removed. No baffling in these tanks, front or rear.
Old School Hot Rodder
Joined: Feb 2006
Posts: 6,472
Likes: 11
From: Exmore, VA
The other option is simply use a later (1990-96/7) tank that has the pump module. As far as I know the gauge isn't backwards, just a different resistance value. No Ford EFI tank that I have seen has any kind of baffle, they either use an external separator (1985-89) and frame mounted high pressure pump, or a single (1990 up) high pressure pump module.
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Cargo Master
Joined: Apr 2003
Posts: 2,408
Likes: 5
From: Parkesburg PA
My F150 is an EFI 5.0, so I'm familiar with that system. Lots of guys use the frame reservoir as a surge tank with success but that means running 3 pumps for a dual tank system.
It's my understanding that at least the 87-91 senders are backward to the 86 and earlier stuff. The resistance is the same but it causes the gauge to read empty to full.
I'd like to avoid buying the later senders and kit-bashing them with early senders that I'd have to also buy so I can get the best of both worlds... x2 tanks... $$$$
I plan on buying new tanks, maybe I can add some baffles myself. I was thinking if I make two 'L' shape pieces maybe I can drop them in and weld them in place and together to make a where the pump will sit.
It's my understanding that at least the 87-91 senders are backward to the 86 and earlier stuff. The resistance is the same but it causes the gauge to read empty to full.
I'd like to avoid buying the later senders and kit-bashing them with early senders that I'd have to also buy so I can get the best of both worlds... x2 tanks... $$$$
I plan on buying new tanks, maybe I can add some baffles myself. I was thinking if I make two 'L' shape pieces maybe I can drop them in and weld them in place and together to make a where the pump will sit.
Laughing Gas
Joined: Nov 2011
Posts: 1,033
Likes: 11
From: Wausau, WI
Ohms/Resistance
(Empty/Full) Popular Models
0-90 Ohms most GM cars, 1965-up
73-10 Ohms pre-1989 Fords & most Chryslers
240-33.5 Ohms Industry standard, works on many popular cars
0-30 Ohms most pre-1965 GM cars
16-158 Ohms most '89-up Fords
From here:
http://www.fordification.com/tech/fuel-sending-units.htm
(Empty/Full) Popular Models
0-90 Ohms most GM cars, 1965-up
73-10 Ohms pre-1989 Fords & most Chryslers
240-33.5 Ohms Industry standard, works on many popular cars
0-30 Ohms most pre-1965 GM cars
16-158 Ohms most '89-up Fords
From here:
http://www.fordification.com/tech/fuel-sending-units.htm
Thread Starter
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Cargo Master
Joined: Apr 2003
Posts: 2,408
Likes: 5
From: Parkesburg PA
Trending Topics
Post Fiend
Joined: Jan 2000
Posts: 5,330
Likes: 17
From: Dryden, ON, Canada
An 87 + sender will definitley read backwards. I have an 89 tank in my wheeling pig, full is 1/8 tank below empty, and you better have put gas in 5 miles ago is 3/4 tank.
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Thread Starter
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Cargo Master
Joined: Apr 2003
Posts: 2,408
Likes: 5
From: Parkesburg PA
Ok, think I have it figured out but I'll run it by everyone to make sure.
Tanks and senders will be stock 86 F250 dual tanks. *Maybe a Bronco rear tank. All with carb type senders. Return lines will be added. They will be plumbed with 3/8 supply and return because because I don't want to buy 3/8th and 5/16th line.
They will be plumbed into a 6 port tank selector and out of there into a low pressure pump. From there it'll feed into a modified remote oil filter adapter that will operate as a fuel filter / accumulator. I'm going to extend the center port with a piece of 1/4 ntp so the outlet draws from the bottom of the filter. The adapter will be drilled and tapped for a return line which will be T'd into the return line.
The supply from the accumulator will go to a frame mounted HP pump and to the engine/FPR. The return will come back, past the T at the accumulator, to the 6 port valve and back to the appropriate tank.
Pro's:
Existing tanks and senders can be used
New replacement parts are a direct bolt in
Pumps are frame mounted in case of failure
Huge fuel filter.
Easy to convert back to carburetor fuel system
Con's.
Potentially noisy.
Single point of failure (vs dual in tank HP pumps).
Tanks and senders will be stock 86 F250 dual tanks. *Maybe a Bronco rear tank. All with carb type senders. Return lines will be added. They will be plumbed with 3/8 supply and return because because I don't want to buy 3/8th and 5/16th line.
They will be plumbed into a 6 port tank selector and out of there into a low pressure pump. From there it'll feed into a modified remote oil filter adapter that will operate as a fuel filter / accumulator. I'm going to extend the center port with a piece of 1/4 ntp so the outlet draws from the bottom of the filter. The adapter will be drilled and tapped for a return line which will be T'd into the return line.
The supply from the accumulator will go to a frame mounted HP pump and to the engine/FPR. The return will come back, past the T at the accumulator, to the 6 port valve and back to the appropriate tank.
Pro's:
Existing tanks and senders can be used
New replacement parts are a direct bolt in
Pumps are frame mounted in case of failure
Huge fuel filter.
Easy to convert back to carburetor fuel system
Con's.
Potentially noisy.
Single point of failure (vs dual in tank HP pumps).
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