The EZ Efi is a speed density system It does not measure air flow so it is simpler than a Mass airflow type. It measures throttle position, vacuum, air and coolant temperature, and it also measures ambient air pressure. What makes this system simple is that it is self learning. There are fuel maps pre loaded in the ecm that will get the engine started and running. Unlike earlier speed density systems that only had narrow band 02 sensor, this one has a wide band. The computer reads the O2 sensor, and adjusts the fuel to reach a pre determined AF ratio. As the engine runs the computer rewrites the fuel maps so the O2 sensor has to adjust the fuel less and less. After the engine spends some time under various load and speed conditions the fuel maps become more and more refined and the engine runs better. The ecm allows you to adjust several parameters. A/F ratio at idle, cruise, and WOT. Idle speed, and acceleration enrichment. No laptop required. There is a hand held controller with simple menus to make the adjustments and monitor engine function. This unit does not control timing. It can pick up a signal from points, an electronic trigger, or the tach output on an MSD Yes i could have done it cheaper with junkyard parts and a megasquirt.. The megasquirt controller seemed daunting to me and not having much experience with anything but carbs I opted to go this route. A new higher end Holley will run you $700, so I felt this system was priced reasonably.. Time will tell how it performs

Rb, it's ok to go that way! Just wanted to point out some other options. As, I'm not pro on Efi thing, I've just learned out that things with Efi are so much easier to tune with and that going back to carb is a no no! I'm just glad that you there are getting our point to shift out of carbs . Carbs are history...

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

How that EZ thing tune acceleration encrichments? In Megasquirt that is only thing in fuel control side, that hasnt autotune option.



Yes, EFI is easier to tune, you dont have to grease your fingers when you tune. You just have to use the power words behind the laptop.(done that...a lot)



I think, carbs are pretty easy to tune if you have same logging possibilities. Lambdas, Fuel Pressure, RPM etc.


Hyvinkää, FI

RB no neg's here, your work is great, just some jealousey here at this end...Keep posting your progress, very interested.

Brother and I own/operate 1957 Ford Fairlane 312/4x2 and two 1963 Falcons 302 rollers carburated 600cfm, FE427 sitting in shed..

You really have made good step in using multi-port EFI on the Y block. My thought is/was the popularity of the Mustang 5.0 EFI system along with a good supply of junkyard, used parts with the tunability afforded by Mustang performance market makes it cheap and possible to use on a Y block. This was a project I started way back while still working at the Ford dealer as an engine performance/drivability tech. I had come up the ranks beginning with Fords introduction of EFI in the early 80’s. Lots of experience gained from that and then the EFI 5.0 Mustang aftermarket took off. I spent some bucks and plenty of time tweaking two F150 Lightning 5.8 trucks. My idea was to graft the Ford Mustang 5.0/Lighting 5.8 GT40 Multiport EFI EEC IV system to the 312 in my 57 Bird. Aftermarket parts like throttle bodies, injectors, computer chips, etc. were everywhere as well as programs and tuning shops able to modify the MAF sensors and computer programs on dynos. The two most difficult hurdles were the intake maniflold and distributor. I had just begun to correspond with Walt Knuckles while we were on the old Y block Discussion List, regarding the EEC IV TFI ignition conversion of a Y block distributor when he passed away. This was to use the TFI module and stator to fire the ignition and injectors using a remote TFI and heat sink used on Ford EFI 460 trucks and vans. The intake was the biggest problem due to the stacked intake ports on the heads. I picked up an Offy 3x2 aluminum manifold with the intention hacking it up a bit to somehow accept the injector bung placement in a workable position. Then fashion a plenum that would bolt to the top of the Offy intake that had individual intake runners for each cylinder. To that would be mounted a Mustang/Lightning throttle body and MAF creating a kind of cobbled Ford GT40 intake setup used on the first generation 5.8 Lightnings and 93 Cobra Mustang. I also bought an old Y block marine intake and carbs from John Mummert that had been hanging on his wall for years.. The idea was to determine a way to modify it the same way or better than the Offy. Given that I have the Ford Racing supercharger kit and MAF conversion kit which includes the PCM, injectors, MAF, sensors and wiring harnesses from the last Lightning I owned, getting the Ford EEC setup on the 312 looked promising. We lost Walt and life took its twists and turns so the project lays dormant under the table in the garage. Since I am not a welder by any stretch, especially aluminum, fabricating or modifying an aluminum manifold was outside my skills. I have been watching the Hollow Heads stuff and seeing your manifold with the injector placing has me thinking again. Looking forward to seeing how your injection system progresses.

57 Black Tbird 312/auto

What is the big difference between the function of a tfi distributor and a duraspark distributor? Obviously duraspark, which can be retrofitted to a Y pretty easily, can't be used if you're planning to use tfi.


Lawrenceville, GA

The TFI distributor uses the Hall Effect square wave signal to fire the ignition and injectors for Ford EEC IV.









57 Black Tbird 312/auto

Doesn't Duraspark use a Hall Effect sensor? What sort of signal does Duraspark produce? Can that signal be converted to a square wave with some additional circuitry in an external module?


Lawrenceville, GA

Duraspark uses a different ignition module and pickup. The key is to mount the EEC IV TFI Hall Effect pickup in or on the Y block distributor body to be triggered by the reluctor wheel and subsequently wired to the TFI module and then to the EEC system. Walt Knuckles had built one prototype and sent me a photo but I lost it years ago.

57 Black Tbird 312/auto

Here is a drawing of the stator vane wheel that goes on the distributor shaft and circles through the Hall Effect pickup to create the signal.







This is a photo of the pickup that is inside the distributor.







This is a photo of the TFI ignition module that is screwed on to the side of the distributor body with three electrical pins that plug in to the pickup through a slot in the distributor.





57 Black Tbird 312/auto