Converting a 390 FE to EFI??? need help
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Junior User
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Converting a 390 FE to EFI??? need help
I need help in converting my 390 FE engine into EFI for my 67 mustang. I will be getting edelbrock performer heads and intake. I was thinking about the FAST sytem but have emailed them several times and can get no response. Anybody have info or idea's.
Oh yeah I want to do it because I will not swap in a 5.0. I hate when people do that, takes the muscle right out of the car.
Oh yeah I want to do it because I will not swap in a 5.0. I hate when people do that, takes the muscle right out of the car.
Post Fiend
Joined: Jan 2003
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From: Iowa
I have the Holley Commander 950 TBI system on my newly built hi-po 390. It seems to work good. Installation couldn't be simpler.
Were you looking for an MPFI system, or TBI? TBI will be MUCH simpler since you dont have to modify your intake.
Were you looking for an MPFI system, or TBI? TBI will be MUCH simpler since you dont have to modify your intake.
New User
Joined: Dec 2004
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Im injecting a 1969 F100 with a 390. I'm using the ACCEL Gen 7+ TBI setup with the wide band O2 setup. Its not cheap but MAN is it thorough. Incredible tuenability and I can convert it to multiport by adding injectors and modifying the manifold. I don'tneed a new computer or setup. Plus it includes an MIL, shift light setup, Nitrous control, Trans brake control, rev limiter, fuel cutoff etc etc.
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I would prefer to stay away from the TBI. Just not my thing, thats all. I would like to drill injectors bungs into a Edelbrock performer intake and go about it that way. The closer the injectors are to the intake valve the better from what I hear. Also, I would be using Ed's 428 CJ heads, not the 390's. From what I hear on the FE forums at another site, they are better.
Postmaster
Joined: Feb 2003
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Just guessing here, but if you are going to go with mpfi you might want to consider a single plane manifold such as an Edelbrock Victor manifold. Since you are handling the fuel delivery electronically, set up the intake tract to flow as much as possible. With the injectors as close as possible to the intake valves, you don't need high flow velocity at low rpm to keep the fuel in suspension.
Elder User
Joined: Sep 2003
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From: Portland, OR
Go with the RPM. A single plane intake will kill your bottom end. There are hundreds of threads on carb intake performance for mpfi on DIY-EFI.org. Manifold selection is the same for efi or a carb. It's not about how close the injector is to the intake valve. It's more to do with getting the fuel to hit the intake valve. The FE is a pain to do injectors on since the valve cover overlaps the intake. I will be offering converted intakes for sale soon followed by 4v throttle bodies. All the hard parts for port injection. Good luck.
Dustin
Dustin
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Honestly, does it really make a difference that the intake extends under the valve covers? The FE valve covers don't look any larger than any other engine. And the intake goes under the cover because the pushrods go through the intake and not the head. If the intake ended at the valve cover, then that portion would be part of the head and the injector would still be in the same place.
Actually you could be able to use this to your advantage. Come up with a 2 piece valve cover and put the injectors under the valve cover. Then you could get a lot closer to the valve and more of a direct shot at it than you could on ANY other engine family. The engineering problems for this would be significant but.....
Actually you could be able to use this to your advantage. Come up with a 2 piece valve cover and put the injectors under the valve cover. Then you could get a lot closer to the valve and more of a direct shot at it than you could on ANY other engine family. The engineering problems for this would be significant but.....
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Elder User
Joined: Sep 2003
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From: Portland, OR
I'm not going to say you couldn't put the injectors under the valve covers, but it's not feasible with a reasonable budget. Yes, it does make a big difference that the intake extends under the valve covers. Take a tape measure and measure the distance from the backside of the intake valve to the where the valve cover no longer covers the intake. Do the same to an efi 5.0, chev LS1 or any other pushrod engine only measure to the injector. Compare these numbers and also look at how the FE intake ports have a pronounced inward turn in the head necessitating a compound angle of the injectors and requiring 2 piece or flexible fuel rails.
Dustin
Dustin
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Elder User
Joined: Sep 2003
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From: Portland, OR
I should clarify a little. I've turned into the injector angle ****! An engine will still make good power and benefit from efi with injectors stuck straight up and down. Better fuel economy and power can be had with some thought into injector placement.
Dustin
Dustin
Post Fiend
Joined: Sep 2004
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From: Near Fresno, California
Duston, please post a picture of the efi you installed on your truck. I have been trying to figure how to machine an intake to accept the injectors.
Right now I am bogged down on the theory and the paper plans for such a system. I am at the point where every question leads not to an answer but to two more questions. One thing that bothers me a lot is how to insure I get a uniform mixture of air and fuel throughout the combustion chamber. The actual placement of the injectors will have a huge affect in this.
Right now I am bogged down on the theory and the paper plans for such a system. I am at the point where every question leads not to an answer but to two more questions. One thing that bothers me a lot is how to insure I get a uniform mixture of air and fuel throughout the combustion chamber. The actual placement of the injectors will have a huge affect in this.
Elder User
Joined: Sep 2003
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From: Portland, OR
Hitting the backside of the intake valve is how the oe's do it. The hot valve vaporizes the fuel making for better combustion. You just have to get the injector in the best place feasible and do all you can to help efficient combustion in the chamber. Running flattop pistons (fe's don't have a problem here), setting the pistons at a uniform and minimum deck height. .010" for the street. And thouroughly deburring the chambers.
"4 stroke performance tuning", "maximum boost" and "scientific design of exhaust and intake systems" are very good books to read on this subject. I'm working on the pictures. Been very busy.
Dustin
"4 stroke performance tuning", "maximum boost" and "scientific design of exhaust and intake systems" are very good books to read on this subject. I'm working on the pictures. Been very busy.
Dustin
Elder User
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From: Northern, Va
Won't the injectors mess up the air in the inake if hanging down. I thought intakes where designed to give a swirl efect to help the flowing of air & help get rid of the exhaust in a swirl ? I would think if mounted properly thay would be fine but TBI sound's much better. Don
Elder User
Joined: Sep 2003
Posts: 794
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From: Portland, OR
The injectors don't ever extend into the intake port. The "swirl" happens in the combustion chamber. Better swirl can be had by a better designed intake tract. Swirl mixes the exhaust remnants in the combustion chamber with the incoming air/fuel preventing dead spots of leftover exhaust gasses.
Dustin
Dustin
Post Fiend
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From: Near Fresno, California
TBI works, and you can buy kits to do this. You can also build your own using a old carb as a throttle body. However, this still has the problems of a carb intake system - mostly keeping the fuel/air mixed and insuring all cylinders receive the same mix.
Port injection solves all these problems.
Firing all injectors sequentually gives you more uniform results (each fired at the same point of their repective cylinders intake stroke) and adding computer control of the spark gives you even more control.
If I am going to go to the trouble and expense of converting my engine I want the most bang I can get for my buck.
Port injection solves all these problems.
Firing all injectors sequentually gives you more uniform results (each fired at the same point of their repective cylinders intake stroke) and adding computer control of the spark gives you even more control.
If I am going to go to the trouble and expense of converting my engine I want the most bang I can get for my buck.