Who has done an EFI conversion to their slick? since my trans is going bad I have been constipating a fuel injected transplant like a 351w or the 460 FI out of a later truck.So has anyone done this before?

 

There are intakes for the FE already set up for it. Check summit. Unless you really wanna go through all that.

 

IMHO If you go for a EFI System get tuned port with MAFS & at least EEC IV Logic. Try to avoid central EFI (often called throttle body) and EFI with Speed Desnity Logic.
Some of the SEFI System are easily upgraded to MAFS, and generally are TPI Systems.
If you don't go for a MAFS/tp /EFI system stay with a carb.

FBp

 

Why not install a Holley Commander 950 Universal Fuel Injection system? It will allow you to install FI on any engine as long as you have a single plane intake. Or even the Commander 950 Throttle Body Fuel Injection System? Everything is sitting on top of the intake vice having to drill and weld in the injector bungs. This way you can build your engine the way you want it and spend about the same amount of money chasing bad parts, losing sleep over why the system is not working right, and so on converting an entire wiring harness and ECM.

 

I just thought that the factory EFI setup would look trick and be reliable.I have done a 5.0 mustang engine into a 65 mustang before but thought this would be cool in a pickup as well.

 

Lance,
I agree, you're 100% correct. A factory EFI is the way to go! Better, easier, cheaper, more available parts & all the other reasons that make an OEM System a better choice.

What I am saying is use the Tuned Port/EFI Variety that runs using Mass Air Flow Sensing & runs on EEC IV Logic, instead of a Central two injector set "throttle body" set up that runs on Speed Density logic written by some unknown programmer in an after market company that few people actually know (programmer, not the company).

93-94 Lightining 351W fills that bill & has better bottom/ lower manifold set up/ design than 5.0L set ups do. There is a World and a Half difference between Speed Density and Mass Air systems. S/D = low & slow narrow program logic MAFS = large qwik wide
operating logic 50 to 100 times faster & a few Megs or more wider.

As for the 7.5L EFI they really need a SIDS set up as OEM single injector design has a problem similar to carbs. If it is idling or off idle demand that's right top end suffers, if it's top end that's right then lower end performance suffers, and that is one thing EFI was created to over come. Real, TP/EFI is based on BSFC and BSAC formulations.
[BSFC = Brake specific Fuel Consumption & BSAC = Brake Specific Air Consumption, or algorythyms for how much fuel & how much air at what rpm is required to make given amounts of torque per engine size throughout the rev range. Somply put Idealization of engine efficiencies & output capability] I/m getting too deep into this.

Same thing with CFI or Central 2 injector "throttle body" type add on Injectors. They may begin to improve efficiency & performance but not like tuned port does for several good reasons. The biggest being CFI still has to flow Air+atomized fuel mixture from point of origin to combustion chambers, just as a carb has to distribute air/fuel mix through am intake manifold. TPI set ups only have to deliver plain Air through the Manifold. Atomized fuel under precise pressure is then added in the intake plenum as the intake valve opens. The exact amount & PSI is determined by the ECM and with a Mass Air Flow Sensed systyem it changes between cyl's firing up to about 10K RPM.
A speed density system has to bank fire, or complete a series of cylinder firings before it even begine to change, see why MAFS has the decided advantage across the board when it comes to EFI Operation?

FBp