This question is for anyone with knowledge about EFI Conversions.

I am converting a heavily modified Ford 400 Motor to EFI. I need to get the Bungs installed. From viewing other manifold conversions it appears that the Injectors are mounted vertical in the manifold. This will put the spray into the front of the port in the head. I have been told that the spray should be toward the rear of the port, but that requires the injector to be installed on an angle.

My question is:

Does it make any difference where the injector spray is pointed? Or is it such a minor effect that manifold conversion people ignore the angle and install vertically.

 

As long as it is spraying towards the air/fuel mixture, it should be ok. You may check with Wilson manifolds, they modify all kinds of intakes.

 

You will see improvements in efficiency and power by aiming the injector at the back of the valve, but not very much. You may see a 2-3% increase in power (3-4hp), and maybe up to 10% on mileage. This will also reduce the buildup of crud in the intake too.

 

Jared beat me to it. Back of the intake valve is the best place to have the injectors aimed. That further helps atomization and vaporization of the fuel for increased power and efficiency.

 

OK, the best is to spray the back of the valve. I have have feedback from this forum and from shops that do conversion manifolds that there is very little difference between an injector spraying the back of the valve and one spraying across the port.
To get the injector pointed at the valve, I will have to tilt it at such an angle, it will be a problem mounting the fuel rails. I think that I will settle for the injector mounted vertically.
Thanks to all who replied.

 

I would try to tilt them as far as you can. I have a Conversion intake that the bungs a straight up and they sprey more at the back of the port. On my stroker motor at tip in the motor goes flat then comes back to life. I think that it is due to the motor not pulling the fuel down or its taking to long.

On my 400 conversion I used adapter plates so it took care of converting a intake though I had to cut the water pasages off the Trick Flow lower.

If you want some efi pictures I can get them back up on my website.

If I was you I'd use a 5.8 ford intake of some sort.

Do not use the R series like I did unless your screaming your motor or turbo charging like me.

 

Danlee just a side question. can you send me a drawing of a fuel pump gasket so I can have an plate made? I left the pump on the motor and now the diaphram has started leaking oil real bad and I wan't to make the plate before I leave work today as I notice my oil pressure not stable (low oil)

 

Sorry for the hyjack. I found what I was looking for. I think that I am going to make a few now.

 

I have a new CHI Intake manifold that I am having converted to EFI. I am having the bungs installed. I looked at installing the injectors in the adapter plates, but they are too thin at 0.65" thick.
There is someone on Ebay who sells an Injector Adapter. It has a 7/16 NF thread. You just drill and tap your manifold and screw the adapter into it. He also sells a 'Hat' for the injectors. If you use the Hat, then you connect an AN-X hose. With the adapters and Hats, you can convert a Dual Plane Intake to EFI. You only need a fuel distribution block. This setup costs about $30.00/ cylinder for the adapters and Hats.

 

STOP!!!!! I wouldn't use a dual plane. I know I used a AIR GAP RPM and it sucks. I have a Victor JR done the same way and it works way better.

I know the people say that you can use a dual plane but from what I have done I havn't been able to make it work.

Its all in the runner lenght. On a dry intake you need longer runners to make torque, which is opsite of when you use a CARB. Also runner flow on a dual plane is not ever going to be able to flow what a single can.

 

A dual plane intake has longer runners than a single plane, and more consistant runner lengths. A carb engine does make more torque with longer runners, but there is a point when fuel suspension suffers, where with a dry intake there isn't that point.

 

would the new efi victor jr. manifold work well for Danlee. i wonder if it is a nice manifold would i have to use adapters for the m block

 

I'm not sure what dual plane intakes that you have been looking at but everyone that I have ever seen has really short runners. The center 2 are about 2 insches and the outer about 6-8" . There is no tuning effect witha dual plane. Since the beginneing of time its always been better to have the same lenght runers on every cylinder. Also plenom volume is not enough on a dual plane. I have a air gap and it sucks, I have a victor jr that converted also and the power difference is phenomal. If you don't belive me danlee come over to turbomustangs.com and go to the EFI section and do some reading.

If you want to use it go ahead I'm just warning you.

Danlee PM me and I give you my number

I use a trick flow and adapter plates and I just put a better tune in my GEN 7 DFI and I was letting a buddy drive it and he sliped the clutch in 3rd grear and turnerd over my 36 TSL with a 3:50 gear ratio.

My motor combo is stock open heads with new valves and guides springs. Custom Ross Piston to get .007 below deck and A SMALL cam .528/.528

If you close to around me I think you should stop by and check out the trick flow R. YOur going to turn 6500 anyways. I stop my truck at 4600 and its a beast there.

 

New question! I have an '89 Mustang 5.0 harness. I just purchased a pair of O2 sensors. I can't find the right sockets in the harness for these. I did find a single eight(?) pin connector that goes to the O2 sensor pins on the ECU connector.

Is there an intermediate harness that splits the eight pin into 2 four pin sockets?

 

I'm pretty sure there is an intermediate harness, as you suspected.