SoCar72 here. I'm a new member here and been a Ford fan since birth, never owned anything but Fords. Found everything I ever wanted in the Blue Oval.

What I currently have :
92 F-150, LB, extended cab, 4x4
5.0L Speed Density
5-sp manual (Bell and Trans body are one piece - Which trans is this?)
Dual tanks
190,000 miles
Other than wheels and tires - all stock
This is a foul weather and a "when I need/want my truck" driver. Not a daily driver.

I read through about a dozen posts via the search page and couldn't match my circumstances, hence the new thread for an old subject.

The Mule is still running fine, despite approaching the 200k mark on the stock build. So, I'm not needing (yet) to replace the engine. However, I have a spare block that I've been slowly building upon with the intention to ready it for, when the inevitable failure occurs, swapping in.

The current plan is to build a 331 stroker with the peak output around 4500 - 5000 rpm. Keeping it streetable.

I understand that the stock Speed Density isn't capable of running what I want to build. Therefore I'm considering going carbureted. If this were a MAF system, I wouldn't swap, I'd adapt.

Being new to this EFI set-up, can the stock Speed Density be adapted to the 331 dynamics? And should I expect any real differences between a SD build vs. a Carb build?

Can this system be converted to a MAF? Obviously, I could pull the entire system off of a MAF engine, but what hurdles would I have clear to do this?

Lastly, which has been my plan, is to bypass the entire system and build a stand alone carb engine that doesn't rely on any of the factory systems. In which case, would having the computer disconnected from the engine have any adverse collateral effects?

As I understand, the Fuel Distribution Module in each tank has it's own bypass pressure regulator. Seems like I should be able to run a non-bypass regulator before the carb to bring the pressure down to a carb friendly level and any excess fuel diverts back to its source tank. I do know that my truck does not have return fuel lines from the engine. Only a single line from each tank leading to a junction block and that single line runs to the engine (tank ventilation lines excluded). Has anyone done this?

I thank you for your input.

 

You have the M5OD(Mazda) manual trans and because of that a mass air conversion on your truck wouldn't be that difficult, grab a mustang A9L EEC from somewhere and the injector and MAF harness out of a scrapyard truck and add those wires to the SD harness in your truck. Then you have a platform that is much more capable to begin with and also tuner friendly so you can go really wild with the motor if you want to. The intake and fuel rail on the existing 5.0 are capable of supporting 400+hp and even the stock 19lbers will support a bit over 300hp so there isn't much else needed to meet your goals besides a built longblock. I have a spreadsheet showing the wiring differences between the MAF and SD computers and there is lots more info floating around here on this subject.

Converting to carb can also be done but will cost more, you need the carb and intake of course, a distributor and ignition system, and a bypass regulator for the fuel system.

 

I was under the impression that a SD to MAF conversion would have been far more intensive. It sounds relatively simple. I would love to see that spreadsheet that you speak of.

My SD EFI is the only non-carb system I have spent any time with. Obviously I have some research to do.

What Mustangs carry the A9L, 5.0L after '94? And about where would it be located?

What years for 5.0L trucks carry the MAF parts?

Other than the regulator, I already have the other non-EFI parts. My plan was to pre-run the engine before installing it anyway.

I'll scour the forum for threads. Thanks.

 

On top of it all. Going to a carb is illigal in most states if you had factory efi

 

Actually you could use any 5.0 Mustang EEC because even the automatic cars used the AOD which wasn't EEC controlled, so any '89-93 car. Box codes include A9P, A9L, A9M, A9T, A3M, and C3W1 along with others and the EEC is located in the passenger kick panel on these cars.

For the most part '94 and '95 F150's and Broncos are where you'll find most of the MAF parts though there will be some heavier trucks and some earlier as well.

Here is that spreadsheet, the wires in colors have to be moved and those in grey added. http://farm5.static.flickr.com/4017/...d936b8da_o.jpg

This wiring diagram shows all wires to the devices including signal returns and grounds which can be very helpfull. http://farm5.static.flickr.com/4009/...35cfb419_o.gif

This site has loads more info on these EFI systems as well as articles on MAF conversions www.fordfuelinjection.com

This page in particular shows how the EEC conector comes apart to move or add pins. Ford Fuel Injection EEC Connector

 

Holy Crap!!! That's the stuff.

You sold me. I'll dig through all of this and field up any new questions. All of what I'm seeing so far is well within my capability.

I suppose I should able to make this conversion on my stock motor even before I swap in a fresh one.

Greatest of thanks!