Your favorite salvage yard, ebay, new from Holley. The GM units are plentiful.



Lawrenceville, GA

ok. here's my two sense worth. if you want an already done up kit that has it's own learning curve, look into Retrotek Speed's efi system. here's  the website: http://retrotekspeed.com/. this system learns as you drive.

  Now, what i plan to do is build a custom intake and install injectors into each runner. then adapt a ford 5.0 sefi system to it. I will utilize an aftermarket chip to alter the timing order for the efi and meld  a 5.0 tfi distributor and a y-block distributor together for the ignition part. 

Quite a while ago I got a 85 Ford pickup that was given to me with a early version of a Holley 2 bll. type throttle body F.I. system that was mounted on a 300 Ford 6. Its all there, I even have the manual and some other things that come with it. I just have to get it off of the truck its on ands convert it over to my 292 on my Unibody. That if it runs right should make quite a difference.

                                     Michael

Michael

Sandy Valley, NV

I'm quite interested how you are going to install those injectors to your own intake. I'll be hard, but it sure is doable.... This is how I did that...

Fuel lines are another story too...

 Seppo from Järvenpää, Finland
www.hollowheads.net (just click the hole in the head to proceed)

I know that the TFI module is required in the Distributor for a Ford Computer. I am real curious how the TFI module could be melded to a Y-Block distributor. Would the TFI housing be used instead of the Y-Block distributor housing? Would it be possible to alter the Y-Block distributor to accept the module and internals of the TFI dist?



Here are some other EFI questions I have had bouncing around in my noggin. Would a longer intake runner be better for a street driven car compared to the short runner noted in the example pics? I am only referencing this pics. The design looks great. If building your own intake. What design would work best for a daily driver street car. A 360, or 180 design. Is the 180 design only better for a carb application on a daily driver street car? It's my assumption all the EFI intakes out there are 360 degree. I have a complete 5.0 Ford upper and lower EFI setup. Harness is made for a retrofit install. It almost looks like I could build a lower for the Y to match the upper of the Ford. It would look odd, but functional.




Buz Mills

Dallas, TX

I have wondered about the TFI distributor as well. They are plentiful in the salvage yards near me. I might get one one day and have a look.



If you're getting a chip to alter the timing order of the injectors, why not take the computer controlled timing function out of the equation at the same time? Or see about making it work with a locked out duraspark unit.



The runner length will mostly shift the power band around. Long runners, like the Chevy tune port shift the power to the lower end but they run out of breath at about 5000rpm. Great power down low. Great for the street. Short runners will shift the power band up, sacrificing the low end but the loss may be insignificant depending on the use of the vehicle.



Because multi port is a dry system, that is fuel is not carried through the manifold, only air, the manifold design is not as sensitive as it would be for a carbureted or throttle body injected application. This allows one to be very creative. I bet just about any design will work reasonably well.


Lawrenceville, GA

Use TFI without Ignition control.





...or it might be possible to move TFI's trigger to crank and drive with normal locked dizzy in wasted spark style.





Edit: Sorry, I didnt think clearly, forget the wasted spark.



If TFI uses simple trigger and fire method without any tooth loggering, then you can just move triggering point to damper and drive normal dizzy and coil.

I used samekind setup three years ago.

http://i188.photobucket.com/albums/z132/Reilukaista/CTriggeri.jpg?t=1254427742]



If dizzy got 8 trigger points, then damper got only four triggers.


Hyvinkää, FI

ok. On this website there is a link to yestertech's website for Jerry Christanson. On that website you will see a few pics of a intakes he's built. mine will be similar to what  is shown. the throttle body will be mounted on one of those throttle body elbows made by wilson or proffessional products.

as far as the tfi deal. I have looked at a 302 distributor and a Y-block distributor next to each other and I think housings are bout the same length. so my plan was to measure and splice the lower y-block shaft with gear on it(low stress) to the upper 302 shaft and housing.  The thing with tfi is it's needed to fire the injectors. inside the tfi housing, there is a shutter wheel with windows and fingers. well, one if those fingers are lil smaller than the rest to tell the efi here number one cylinder is at. that's essential to making the efi injector firing order correctly.

Hall sensor in TFI



From fordfuelinjection.com



"This sensor is so accurate that cam changes can be a bad thing. The computer is programmed when to open fuel injectors in relation to the valve timing from PIP. Changing the valve timing with a cam swap won't be noticed by the computer. So optimal performance and idle will not be to their true potential."



Sequential fuel injection brings only a little better emission rate and maybe a little better fuel economy, but who can time it right? When flooring the pedal, all injector are over 80% at time open in all systems, then injection timing is not an issue.


Hyvinkää, FI

I don't know of any website for Yestertech/Jerry Christenson. Jerry doesn't even own a computer.

I found the link that you are referring to. Ted posted it elsewhere. My question is how would someone find that link if Ted hadn't posted it?

http://ford-y-block.com 

20 miles east of San Diego, 20 miles north of Mexico