As most of you know, I'm in the process of rebuilding my stock 69 360 FE into a 410 stroker. I haven't bought a new carb for it, yet.

My father in law, who has a 65 'stang with a 289, dropped by this morning. He just bought a Holley 750 cfm fuel injection kit (two injectors) for the 'stang, and paid only $650 for it. He says he can get that same deal for me, and urged me to make the 410 a fuelie instead of buying a new carb. I have to admit that I'm tempted, as I had $400 budgeted for the carb, so I'd only have to find $250 more. Neither of us has ever tried a fuel injection conversion, though. Have any of you guys? Any thoughts as to how hard it is, whether it's worth it, etc.?

karlsd a/k/a "ksd"
69 F100 Explorer 360/C6

 

He may want to check his source of where he got it because the biggest 2 injector setup holley has is 670CFM and it's only good for 275 horsepower which the 410 will probably more than make. I'm probably buying the 900CFM 4 barrel TBI kit this weekend mailorder, it's $1400 but it'll work for 500hp



reference:
http://www.holley.com/HiOctn/ProdLine/Products/C950/C950TB/C950TB.html

 

There is a `post` in the pile here somewhere that some one has converted an FE manifold to fuel injection!!

It was a good looking setup!! I`ll try and find it


__JOHN__Õ¿ö
FTE Club #7
Member-
http://www.cruisin-north.com/
Santa Rosa, Calif.
72 F-250
ICQ#6030753
http://www.ford-trucks.net/users/jbhf250/
https://www.ford-trucks.com/pictorial/big/1972_f250_2.html

 

I got Lucky

>> https://www.ford-trucks.com/dcforum/DCForumID7/450.html <<

__JOHN__Õ¿ö
FTE Club #7
Member-
http://www.cruisin-north.com/
Santa Rosa, Calif.
72 F-250
ICQ#6030753
http://www.ford-trucks.net/users/jbhf250/
https://www.ford-trucks.com/pictorial/big/1972_f250_2.html

 

try www.force-efi.com

 

Here is a shot of an FE Intake..



https://www.ford-trucks.com/dcforum/User_files/jbhf250/Fuel%20Injection.jpg








__JOHN__Õ¿ö
FTE Club #7
Member-
http://www.cruisin-north.com/
Santa Rosa, Calif.
72 F-250
ICQ#6030753
http://www.ford-trucks.net/users/jbhf250/
https://www.ford-trucks.com/pictorial/big/1972_f250_2.html

 

He was mistaken about the 750 cfm. He did get the two-injector TBI system that Holley says is good for 670 cfm and motors "up to 275 hp". I don't understand the HP rating. If the injection system will supply proper fuel for up to 670 cfm of air, shouldn't it be adequate for any engine that won't demand more that 670 cfm of air? And we all know how to calculate max cfm demand using max rpm, cid, and volumetric efficiency. My calculations show that a carb of 600 cfm would be more than adequate, but desktop dyno estimates 350+ hp. Why wouldn't the 670 cfm TBI system be enough?

karlsd a/k/a "ksd"
69 F100 Explorer 360/C6

 

I'm guessing the fuel injectors will be at more than 85% of their duty cycle, probably putting on biggger injectors would fix that, but that's just a guess

 

I pose these questions:

Is wet flow (Throttle Body) worth the effort ?
What manifold would you use ?

See if you can get a dry flow (port injected) system.







In OZ and seeking 427block /428crank

 

???????????



In OZ and seeking 427block /428crank

 

[font size="1" color="#FF0000"]LAST EDITED ON 25-Oct-01 AT 04:15&nbsp;PM (EST)[/font][p]I emailed Holley to ask about the 275 hp rating and how it relates to the 670 cfm airflow rating. They replied that the injectors (two at 85 lb/hr) are only capable of delivering enough fuel for 275 hp, regardless of air demand. I guess that means the throttle body is oversized, because lots of engines generate more than 275 hp on less than 670 cfm of air, and fuel delivery should be proportional to air delivery. Does anyone know how to calculate how much injector capacity is necessary for a given engine?

In any case, I just got my copy of Desktop Dyno SE and installed it. Way cool. Assuming a very mild cam and a 600 cfm carb, my motor is projected to produce 450 lb-ft of twist at 2000 rpm. Peak hp is roughly 285 at 4000 rpm. It's pretty easy to get 350+ peak hp on the dyno with a different cam, but with pretty big sacrifices from 1500-3000 rpm. The software says that my stock 360 is producing a peak torque of 300 lb-ft at 2000 rpm, and peak hp of 175 at 3500 rpm, so I should be gaining 50% more peak torque and 40% more power than what I currently have. Actually, it will be a lot more, as my 360 is currently badly worn (60-65 psi compression on #6 and #8 cylinders).

Given that this will be a tow motor, I'm starting to think that keeping a mild cam and going with EFI may make a lot of sense. Even at 4000 rpm it will swallow less than 450 cfm of air, well within the 670 that the Holley TBI will provide, and the hp peak is very close to what Holley says the injectors will support (wonder if I can upgrade them to 90 lb/hr?). It should make for a very "driveable" motor with great throttle response, decent fuel economy, and stump-pulling torque from idle to 2500+ rpm. It won't be worth much over 4500 rpm, but that shouldn't be an issue as I'm not going to race it, and with my tire and gear combo I'm only turning 2650 rpm at 70 mph.

The only downside is that I've just added $350 to the cost of the motor (vs. a carb), plus the need to run a return fuel line. Anyone think it's not worth it?

karlsd a/k/a "ksd"
69 F100 Explorer 360/C6

 

HotRod mag had an article with a formula for calculating the fuel requirement of an engine. I however don't remember what exacatly it was or what issue it was in, I think some time in 1999.

 

The following site has the formula you need.

http://www.dgsoflex.com/auto.html

 

Check with summit they have a like collar or something that you can put in the rubber hose that connects the gas tank with where you put the gas nozzle when fueling that has a tube you can use as a return line. I'm pretty sure it's in their fuel injection stuff when you browse the online catalog.

 

That link doesn't appear to work. Are you sure it's correct? I just get a "server not found" error.

karlsd a/k/a "ksd"
69 F100 Explorer 360/C6