i was reading a mag about efi engine swaps. in it is discusses the 87-93 stangs and 88-90 lincoln mark VII, and also 88-96 trucks for good donors.

I've got the 351m and was wondering if the efi system could be removed and used on my modified. I would rather not swap the whole engine. I know there would have to be other mods as well, but would this even be possible?

I don't recall from reading bubba's m-block page, if the intake is interchangeable bt 351w and 351m, but if it is , then theoretically couldn't this swap really happen? Would it be too much work for little results? Am i just blowin smoke?

 

Intake manifolds are not interchangeable between the 351W and 351M/400 (M-block). Aside from different dimensions, the 351W intake has coolant passages and a thermostat housing on the intake. The M-block intake has no coolant passages, and its thermostat housing is on the block.

IMO, this is the best way to set up something close to an OEM Ford EFI system on the M-block:

First get an old Holley or Edelbrock single-plane manifold for the M-block, and modify it with injector bungs on the intake runners (so you can use standard Ford injectors) and a bung for a MAP sensor.

Find a complete late-model EFI 460 (with manual transmission) to scavenge parts from. You'll need the throttle body (and all of the upstream intake plumbing), complete engine wiring harness and all engine sensors, and the TFI distributor/coil.

Fabricate an adapter to mate the throttle body to the manifold.

Get the FRPP mass air conversion kit, and modify the 460 intake plumbing to work with the MAF sensor. You also need to modify the 460 engine harness to allow the injectors to fire sequentially.

Get some standard or FRPP injectors sized appropriately for the performance level you want.

Modify the exhaust system with EGO bungs upstream of the cat (if you have one), and located so that each side of the engine can be monitored independently. Also, if you have a Thermactor AIR system, you'll have to modify it so that the fresh air is injected between the EGO sensors and the cat. (Most late-model 302s and 351Ws have the appropriate parts for that.)

Get a crankshaft trigger system (usually sold for 351C applications) to feed the ECU's crank position input.

Adapt the 460 engine sensors to the M-block, or find suitable substitutes for other EFI engine applications.

Get an EEC-IV monitor/programmer device to tweak the ECU for the M-block engine.

There are certainly easier (and probably cheaper) ways to get fuel injection on a M-block engine, but this approach has the advantage of using mostly OEM standard production parts, which can be easily replaced if they fail.

 

wow....
well then, with that all being said, it would be better to use the holley 950??

I only looked into jegs for pricing, but for $1400, would it be worth all the work?

I plan a rebuild soon, therefore, I'm trying to gather info and possibilities best I can. This is something I want to give to my son, whenever he is old enough, therefore reliability is important. Also mpg, course it's a 78 w/ mudders so I'll take what I can get. how much better mileage could I expect from a 408 w/ headers, duals, decent cam and that holley kit?
I know I can't get specifics, but a ballpark figure would be nice to see if I should waste my time.
does anybody have any experience with this, or any other kit??
thanx guys- as always!!

 

The Holley 950 should be fine for what you want to do. You mileage will depend, but I have a 400M with a.518 lift cam and headers, dual exhaust, and a 4 barrel carb. It gets around 8-9 in the city (with my foot in it) and 12.5 on the road. This is in a 3300 lb truck (1954 f100). With your extra weight it may go down a little bit, but you can estimate that you will gain some mileage from the EFI setup. So I think you would get similar numbers providing your gearing is correct for the tires.

Brian

 

I have been looking @ going EFI. I have decided on the Howel TBI system. $1200 and the computer is burnt for your engine build. I have heard alot of bad things about holley systems.

 

what have u heard?

when r u going to put in the system?

 

You do not need a crank sensor when using factory EFI. It reads from the Tif module in the distributor. The motor only assumes that you installed at TDC

None of the EEV-V combinations used cranksesors.

There is a bettter way of going about having a custom intake made.
I had a victor jr for a 67 mustang done this way to make it look sorta nostalgic First I had to buy the intake (not cheap) and send it to force fuel injection and have them install injector bungs and fuel rails. Then the wilson manifold 4bbl to throttle body was around 200.00. (I know I got riped) So I ended up having a crap load of money in it. Over $850.00 in a intake.
Call price motorsports and order intake adapters to fit a 351w intake to a 400m. (I have a set on my truck around $250.00 if you buy them from RDI)Then buy you a trick flow for a 5.8. Get a 1993 460 distro and a painless wiring harnes and a AL9 computer from a mustang. You need throttle body and egr spacer and a mass air meter,fuel pump and fuel lines and use your factory line for a return line. This setup might have a few more pennys involved but its way better that the holley setup. Mass air over speed density. I run an accel gen 7 with the above setup. As far as milage gos I havn't had time to burn a whole tank yet as the milage is way better that 15MPG

Also note: The gen 7 will hook right up to a 460 distro and I this way I dont have to use a crank triger and a cam sensor. For built dual sigals into the distributor.

I have had numerus 5.0 mustangs so I have abunch of stock EFI stuff. Thats why I lean toward the EEC-5
After I get all the bugs worked out I am going to put aZF five speed in to help with the fuel ecnomy.
These are my own opinions and is based on my own experiences