I am with the EFI guys, even thought there are more electronics with EFI there are less mechanical parts to fail. I am doing the 5.0 HO engine with a 347 stroker kit, 93 gt stang engine. I have the complete wiring harness. If you wire it the same as the 93 GT it came out of. shouldn't it work like the car did? Can you tell me a 70 something pickup all oem is a better platform? Running mile for mile witch one do you think would be more problem free? I was a tech for 15 yrs and from my experiance, people don't understand EFI, if you have worked on any modern cars and understand the theory and opperation, witch isn't that complicated if you know how a carb works. It's all about the basics, mixture, temp, and air density. I tell you what, good carb tuners are hard to find! you take a oe type EFI setup to any good local shop and they can give you a 90% rate of diagnosis in the right direction. I can garentee you that if you bring your old carb truck into a shop, they say " you need a carb rebuild" that is because thy don't know how the hell a carb works! tech school, 13 yrs of work and I tell you the one tech we had with carb experiance was the one who actually could tell me how one worked and how to understand the proper diagnostic and repair proceedures. not may people around who can do that anymore, and I think the pool is shinking.

 

I'm prolly just rambling now but I think I would just rather keep other jets on hand and just pull over and change them when I got to higher elevation.

I know some people may not wanna have to do that, but seriously, it takes like 10 minutes prolly more like 5 minutes if you are running a 2 barrel motorcraft.

I guess when old trucks are finally outlawed or fuel isn't availiable anymore I'm just gonna buy a horse and buggy.

I drive my truck on the highway often, I always see vehicles that are almost new broke down on the side of the road. Every time I see a old truck on the side of the road its because it ran out of gas, lol.

 

You may want to consider also that 2100 carbs are not built anymore and I have noticed that the remans available are steadily dropping in quality. I just tore down one due to a top flange fuel leak and found dents and scratches along the mating surfaces. This is also the second one in the last ten years I have seen that had cracked emulsion tubes. Parts for them will be getting scarcer as all the hard parts are not manufactured anymore.

Have you ever tried finding tuning parts for a 2100? I can't even find different sized jets in my area.

I'll be switching to an Edelbrock or Summit carb soon.

 

This i have to agree with. TBI ends up being slightly more than a glorified carb with a lot of extra costs. That is why no one is making it anymore. The SEFI multiports are the bomb tho. Find either the speed density from a newer F-150 or the Later MAF version and you have the shizzle. TBI is a waste of time and i do FI everyday at work. The Holley kit MAY be worth the hassle tho.

 

Thanks, looking forward to it.

Doug

 

If you are talking to me yes I have tried finding parts for a 2100 and its pretty darn easy. I have found tons in junkyards that are still useable. I'm not trying to be a jerk about this....but it pisses me off and I refuse to get rid of a setup that has worked for over 30yrs just b/c the government wants it to be put in a junkyard to be recycled and turned into a good for nothing ricer. The government is corrupted beyond repair, one day we will have to have a license just to leave our own house.

As I said i'm not trying to be a jerk about anything. Even though I am only 20yrs old, I am set in my old fashioned ways simply for the fact that almost all my friends and people I hang around are 50 and 60 years old and also set in there ways. You may be wondering, why do you hang out with people in that age group? The answer is nobody my age likes the stuff I do.

 

That's pretty funny right there. You think it is hard to find parts and jets in your area for a 2100, yet you feel that if you switch to an Edelbrock or Summit carb, your problem is solved?

First off, you are going backwards if you toss out your 2100/2150/4100 for an Edelbrock or a Summit carb. Thanks to the annular boosters and hot air choke, the 2100/2150/4100 carburetors are the closest you are going to get to EFI, as long as it is set up properly. Secondly, if you are going to make an argument for getting parts, you are going to have just as much trouble getting a replacement fuel injector for a TBI setup.

And as far as jets go, the 2100/2150/4100 uses the same jets that any Holley uses. And I am pretty sure the Summit carburetor uses Holley jets as well. I have seen Holley jets in stock in my local Advance Auto, Oreilly's, CarQuest, and NAPA. When was the last time you saw a TBI fuel injector on the shelf at a parts store? If you are having trouble finding jets for the most popular carburetor in the world (Holley), what makes you think it is going to be easier to find metering rods for the Edelbrock?

 

Sorry to bring this post back from the dead, but I'm curious on how the TBI setup is working? I'm very interested in doing this to my '78 351M

 

Well, I'm back. Went through a difficult divorce. Now that the wife is gone, it's time to get back to work on the pickup. I just got a place in the Nashville area and will bring the truck here thanksgiving week. I did mount up the TBI and mock up the wiring way back. Can't wait to get the truck to the new place and get back to work on it. Also going with Hydroboost. I still need to get the hydraulic clutch stuff going since I went with the NV4500 trans. Need to get the fuel system plumbed in, drive shafts built, new break lines run... I did buy a cabin back in Montana so that will be home in the next few years. I will be glad to have EFI during those winters. It can get cold around Glacier where my cabin is.

 

I keep reading about tuning the 2100 carburetors. What can you do beyond idle mixture adjustments and changing jets? The best feature about this carburetor is simplicity. The only problem I have had is the throttle shaft wears out the body after 200,000 miles.

 

Veering off topic, but there's not much to them. You make sure the float level is good, then do a basic tune. It goes like this:
Set timing without vacuum
Tune mixture for max vacuum

Drive.

Study carb tuning with an internet search. The 2100 isn't special in that department

 

I would like any wiring diagrams and info on the distributor adaptation. My 400 thinks I am a Saudi prince.

 

Let's not forget that one of fords first production efi's were throttle body's. I believe it was on the 80 or 81 Lincoln and was on a 302. I have had several Chevy TBI's in our farm trucks and the reliability is great. Hit the switch and go! And it is a very simple set up. In my experience if you can see it working in your mind go for it if nothing else to have something different. But I also love holleys. A good (vacuum tuned) holley set for that engine won't give much problem if it has the right power valve for the application. Good luck!

 

I'd sure like to know if this project ever happened. (??)

Anybody that thinks that the later version GM TBI is nothing more than a carb with an electronic choke has a lot to learn. Likewise, anybody that thinks a properly set up carb is on par with properly set up late TBI is in the same boat.

To each, their own. You don't like TBI? Go start your own thread on how wonderful carbs are, but why pollute the OP's thread on TBI?

I remain amused by those that continue to perpetuate the myth that fuel injection is only for emissions control. It's true that emissions requirements is what forced the big US manufacturers to finally move in that direction, but that hardly means that's all it's good for. What would the opponents use as an argument against the true sequential, high pressure direct injection that first showed up in European cars back in the '50s? Believe me, they weren't worried about emissions.

And, unlike GM with their very poor TB system that made the news in '57 (and ultimately got dropped), these European manufacturers never dropped their fuel injection systems. They got put onto hundreds of thousands of production cars. Now, granted, these systems weren't built by the typical US manufacturers. These were highly engineered and very sophisticated and, honestly, they continue to work very well, and are substantially more reliable than carbs (even theirs) ever thought about being. Why did these European manufacturers use these systems? Because they make more power and more drive-able automobiles. And that's the bottom line, regardless of who made the system or what the motivation for developing the system was.

Now, I certainly understand the emotions about putting GM stuff on a Ford, or any other make for that matter. Personally, I have despised GM for nearly 40 years (I'll save all my justifications for the attitude for another time). However, the later GM TBI stuff is really quite good. I hate saying that, but it's true.

For anybody considering going this route, you need to know a whole lot more about the GM stuff than it's simply TBI, and go yank one off a truck and git on 'yer way. The most aggravating thing I've done in a very long time was to try to get an education on these systems. There's a thousand talking heads for every actual fact. But, if you want a system that actually works, like anything, you have to get an education. I saw Binder Planet mentioned earlier in this thread. Binder Planet is a good place to go to learn some terminology and see a few terse examples, but you are not going to come away with an understanding of how the system works or what you need to do for your vehicle. It's a hair pulling exercise, let me tell you.

Speed density is what most of these systems are based on. It's relatively effective, and fairly easy to implement. But, if you want the best in control, you have to ultimately move to a mass air system (MAF). Fortunately, this can be a two-step process with the GM stuff. Get the system running with speed density, and then go to mass air when everything is working well and is stable.

The Europeans are way ahead of us though. They started doing production electronic mass air systems in the late '60s. However, with an education, we can skip most of the interim steps, and go straight to the good stuff.

Let's talk EFI!

Chris

 

Cajohnson:

I don't know if the op ever did this swap but I've been running gm TBI on my 351m and a friends 400 since 2009. This past winter I swapped from the stock gm 7747 computer to a newer 7427 computer along with maf. I'm now running maf tbi on my rock crawler truggy.

I didn't do the TBI swap for emissions, fuel mileage, or whatever. I use the truck for rock crawling and I wanted a system that will run at any angle or elevation.

Binder planet is where I found most of the info on the actual swap. If you want more in depth discussion on tbis inner workings or gm fuel injection of any kind I found thirdgen.org to be really useful.