Hi, I was thinking about converting my 74' 460 carberated to fuel injected, and I was wondering how many people have done this and how the prossess is? How much would I be looking at to spend?
Thanks...

 

EFI 460's got new heads with relocated ports to allow the injectors a straight shot at the valve stems, so to use the stock EFI intake you will also need a set of EFI 460 heads (E7TE or F3TE castings, with the F3TE being the better of the two). Also, the exhaust ports got changed too so that means new headers or stock manifolds designed for an EFI 460. The valve covers switched to cast aluminum centerbolt style with an o-ring seal. The distributor is also unique to the EFI motors, so you will need one of those, too. Finally, most EFI 460s are "speed density" systems which means they base fuel metering on manifold vacuum signals. Since the cam profile significanly affects vacuum you will need a mild or near stock cam for the system to work correctly. Only 1996 & 1997 California/Mass.-emissions 460s were "mass air" systems which is more adaptable to cam changes BUT is also OBD2 with slightly more complicated sensors.

Here's a list of what you would need:

- EFI 460 heads w/ aluminum centerbolt valve covers
- EFI 460 intake manifold and related components/sensors...
-- lower intake w/ CTS (coolant temp sensor) and MAT* (manifold air temp sensor)*
-- upper intake w/ BPA valve (bypass air or idle air control), EGR valve/EVP sensor* & EGR tube to exhaust manifold
-- throttle body w/ TPS (throttle position sensor)
-- fuel injectors (stock are 24# "Blue" Bosch)
-- fuel rail w/ pressure regulator and fuel fittings*
- EFI 460 distributor w/ PIP sensor
- TFI-IV Coil & EFI 460 coil bracket
- TFI-IV module*
- EVR control valve, AIRB & AIRD valves (mounted to coil bracket) for the air injection (if required)*
- EFI 460-compatible exhast manifolds or headers
- Heated (4-wire) o2 sensor mounted in Y-pipe*
- wiring harness:
-- engine/injector harness
-- computer harness (which is part of the main underhood wiring harness and on 90's trucks includes the underhood relay/fuse box)
- MAP sensor (mounted above ac plenum on stock trucks)
- EEC-IV or EEC-V computer calibrated for a 460

NOTES:
- efi 460s also got serpentine belts in place of V-belts but the water pump still rotates the same as all 460s. the efi system doesn't need the serpentine belt setup to work
- there are at least two versions of the fuel rails early ones with the front fuel fittings and late ones with the rear fuel fittings. they use different pressure regulators. either fuel rail will work
- there are two locations for the TFI-IV module: side of distributor or inside fender -- the later inside fender is preferable but this is determined by the wire harness you use. also there are two types of TFI-IV modules used -- GREY ("push start") and BLACK ("computer controlled dwell"). You MUST use the correct one for the model year computer you are using AND the wiring harness must match as well as the pinouts vary slightly
- the MASS AIR systems use a MAF sensor in place of the MAP sensor, Three (3) heated o2 sensors (left, right and post-cat), an IAT (intake air temp) sensor in place of the MAT sensor which is located in the side of the airbox, the EGR valve is different (lacks the EVP sensor) and uses a EGR Flow Sensor, finally they added a CP (crank position) sensor which is used soley for misfire detection the CP sensor requires a new front timing cover (with mounting provisions) and crankshaft counterweight (with 4-tooth trigger wheel).


Your best bet is to get the intake/sensors/wiring/computer from the same truck. The heads can be purchased rebuilt for around $400.

I do have a spare stock EFI intake setup with wiring and computer available if you are still interested in making the swap. I can provide all the wiring diagrams needed. I can also prepare a "turn key" swap harness with only a handful of wires to hook up to make it run. PM me for more info

 

I have the heads, complete intake/throttle body set up, fuel rail, distributor, exhaust manifolds and some other odds and ends I'd sell

PM me if you're interested

 

Holley makes a nice TBI kit. Pricey though (~$1000)

 

Who has the Holley TBI kit for $1000? The cheapest I have found as of now is $1599. I'm going to install that kit on my 460. If I can buy it for $1000 I sure would jump on it myself.

 

IMHO, TBI is not much better than an electronic carb and suffers from the same poor atomization and uneven fuel distribution as a carb. The only advantage would be the off-camber benefits of not having a float bowl.

For the same or less money you can get a used factory EFI setup, a set of rebuilt F3TE heads and a '90-93 Mustang mass air computer and 80mm MAF. The mass air/SFI system is a lot more flexible, can make more power (especially low end torque) with better fuel econonmy. The F3TE heads are probably the best flowing stock heads Ford ever put on a truck 460. They are a small port, high velocity, high swirl, fast burn design. This setup with a mild cam should be good for >550#ft and 350-375 hp.

Note the Mustang mass air computer is only an option if you have a manual tranny or C6 auto. If you have an E4OD the best option is the '96-97 mass-air 460 computer which can be retrofitted without too much hassle.

 

HERE

It says "supports up to 275 HP". More of a small block application I guess. Still, it would be nice on a fresh stock-ish rebuild especially on these cold mornings.

 

They make a 900 CFM for up to 500 hp.

Mudog, Thanks for that info. I run a C-6, Finding a factory EFI should be easy. I planned to change heads anyway so going to Fuelly 460 heads would be OK. I want to run a roller cam, Mallory dist., TriY headers. My freind has a buddy here that owns a machine shop so I planned to turn the block & heads over to him, I want to stay in the 9/1 compression ratio so I can run reg. unleaded. This trucks main job is to tow a 10,000# travel trailer. I'm planning on building the C-6 and installing a towing torque converter, Most likely a Hughes.
I'm open for any other ideas out there. Thanks Craig

 

I'd stick with the stock TFI-IV distributor & ignition -- it already interfaces with the EEC-IV or EEC-V engine controls and the later units are reliable (and it's easy enough to keep an extra module with you, they're smaller than a pack of cigs). When Project MPG played with ignitions they found none produced a consistent, measurable improvement over stock. The only thing I'd do is if you have an early harness that had the module on the dist rewire it (extend the wires) to mount it off the engine in the OE heatsink. The module is the same regardless of mounting position, but as the factory found the dist housing makes a lousy heatsink.

Or, even better: I am in the process of engineering a EDIS-8 conversion for EFI 460's which converts it to a distributor-less, crank-trigger ignition. It uses OE Ford coil packs, crank sensor and a 4.6L EEC-V (mass air) computer. The coil packs & crank pickup are easy to find on 4.6L motors, 5.0 Explorers and many 4-cyl engines from the 90's up. It does not require any ignition modules (EDIS or TFI-IV) as the coil pack drivers are integral to this EEC-V computer. I have made 4 custom pieces to make it work -- the trigger wheel, a replacement reluctor for the dist to convert it to a CID sensor, a special cap to replace the cap/rotor assy and seal the dist housing, and custom programming for the EEC-V to run the 460 with either an 80mm or 90mm MAF.

 

Something else, if you are not subject to emissions testing & are willing to get a programmer/chip for the computer you can program-out the EGR & AIR systems and omit the hardware for them. There is a slight power benefit to leaving out EGR but the downside is slightly reduced MPG during part throttle cruise. Leaving the AIR off removes a maze of hoses and valves and propably nets 0.1 mpg from eliminating the drag of the pump. Actually the mass air F-series 460's didn't even need nor have the AIR system.

There is really no reason the leave out the EVAP (cannister purge) -- the hardware is simple, only one hose to the engine and no power or MPG penalty.