Here is a shot of my new CHI intake manifold with the 460 EFI Upper Intake and the Cobra TB. This assembly is about 15.5" tall from the manifold mounting base. I will have to check my hood clearance on my '53 F100.
Also shown are the Bungs. My next step is to get the bungs and fuel rails installed.
I priced the manifold conversion at some shops that specialize in EFI. They wanted from $425.00 to $500.00. It might be a little cheaper if I supply the Bungs and Fuel Rail.
I am going to try some local shops. It doesn't seem like rocket science and I could save some shipping cost.

 

Won't this be needing some kind of engine management system? What do you have in mind?

 

I have an A9P ECU and wiring harness from a '88 to '93 Mustang. It will need to be reprogrammed for this motor. I will get a TwEECer to do that. I have an F150 Lightning MAF and 42# injectors. I have a Lightning Cold Air Intake on order. I still need the O2 sensors and a few others. I am trying to get Lokar to make an end for their cable to fit the Cobra TB.

Right now, I am trying to gather all the pieces. I will install it over the winter, when I take the truck off the road.

 

Will you be using a knock sensor and if so, which one?
I am also very interested what you are using for the crank position sensor.
It certainly looks like a very challenging project!

 

Thats a nice set-up since i changed my 72 ford truck to fuel inj. and buying a 92 supercharged mustang I got the bug to change my 400 powered daily driver 79 bronco to fuel inj. How about a little more info on your intake I don't think I ever seen that intake around CHI ?

 

Ecuri,

No knock sensor. I don't think that the EEC-IV system supports a knock sensor. The crank position sensor is a 351W EFI distributor with the EFI module and a 315C gear swapped in place of the Windsor gear.

Kingford72,

The CHI Intake is made by CHI for use with their aluminum heads. The intake is made for a 351C, but they supplied a kit with spacers and a valley cover to use the intake on a 351M/400.
Finding a decent intake to use was the hardest thing so far, and the most expensive. Now I have to get the bungs installed, that is another piece of change.
Another problem area is the height of the assembly. I figure that I am about 1 inch too tall. I may have to cut the intake plenum down, or fork out another $300.00 for a different upper plenum than the 460 as is shown here.

I am trying to find out the angle to install the injector bungs. Most conversion manifolds that I have seen have the injectors inatalled vertically, but that doesn't get the spray deep into the port.

 

I have the 94 edition of the Ford Technical training manual on Fuel and Air Inlet Systems. Knock sensors are discussed as being used on some engines equipped with EEC-IV. You may find this quote interesting: "Some engines are equipped with KS which provide a signal to the PCM when detonation occurs. The PCM retards ignition spark timing until detonation stops, and then begins advancing up to the original spark level for engine conditions." Your project is way beyond anything I have attempted, but the lack of knock detection and computer controlled timing on this series has always bugged me and I would love to see someone accomplish it! Anyway, you might want to do a little more research into the various EEC-IV schemes and see what engines were equipped and which were not, and what is the effect of not running a knock sensor on a PCM that expects to see one. It may be a moot point, but thought you would like the info.

The injector angle look like a real bugger. The corner holes could be heli-arced up and fly cut, but the center runners would seem to allow no room to angle the injector. All the diagrams in the ford training manual seem to show the injector aimed at the valve head to valve stem interface point and firing across the outside radius of the runner where it seems the fuel would transect the area of highest flow. Does this make sense?

 

I'll look into getting a knock sensor. It will allow me to try cheaper low octane fuel.

The proper injector angle would place the spray at the 'short radius' of the port. This is the highest flow area. All the manifold conversion shops that I have contacted install the injectors vertically. The reason is so that the fuel rails can be mounted easily. They claim that there is no loss by doing this. They say that the injector spray is so fine that there is no problem.

 

I adapted the 460 Upper to a Weiand 8010. This brings the height down to about 14.5". That should be enough for my application.

I also found a source for screw-in adapters for fuel injectors. They also have 'Hats' that adapt the fuel inlet side of the injector to AN fittings. These would be required for converting a dual plane manifold like a Weiand 8010 or Edelbrock 2171.

There are other adapters for the TB. One is a 'Power Elbow' that will allow the use of a 65/70/75mm TB. Another is a 4.6L intake adapter that accepts a Cobra/Lightning Oval TB. These adapters will not create as much of a height problem as the 460 Upper Plenum. The 460 Upper is a lot cheaper.