I don't see any reason to change firing orders, but the injector wiring would need to changed to suit the firing order of the y-block.



I think the 95 Mustang HO engine used a TFI system with the TFI module mounted on the firewall. With a little research, I think you could use a pre-57 distributor with the advance disabled. Switch to a pertronix pickup.



The camshaft would want to be changed to something with a large LSA, something like 112 or more. Custom, for sure.



The intake can be fabricated from sheet metal, but I've never done something like that. I would have positioned the injectors to point down the ports. That would put the injectors on the sides of the runners, not on the top.



I would use a Mustang HO upper intake, and cut the top off a Mustang HO lower and use that as the termination of a fabricated lower. Because the manifold is dry, you can snake the runners to suit your needs.

Best regards,



Paul Menten

Meridian, Idaho

TBI not good enugh? anyway, I have an idea for ported EFI on stock manifold, have to drill and weld in bungs for injectors on the side of the manifold since our ports are stacked instead of side by side, and fabicrate fuel rails for them., then machine the manifold to accept throttle body of your choice.

If I was going to the trouble to build a custom E-fuel injection system - for a Y block - I think I would prefer to have eight wicked looking ram tubes poking out of there - those belly button stocker Mustang set-ups are a dime a dozen. The motors in our outfits have a different heritage.

The best thing about the E-fuel set-up is that you could put those ram tubes out on the street and drive them around - its not "race only" like the original Hilborns.

And furthermore, the firing order isn't to be messed with ...................

 
 Steve Metzger       Tucson, Arizona

As Paul mentions, firing order of the engine doesn’t have to change.  That would bring up all kinds of other problems anyhow.  All that’s needed is to switch the wiring between the injectors to correct the firing order of just the injectors at the ports and leave the Y firing order alone.  Computer can still think it’s using the 5.0 firing order that way.  That’s the recommended fix for a 5.0 when installing a camshaft with the 289 firing order but in those instances where the injector order is not changed, it doesn’t appear to be a show stopper as the engines still perform well with the injectors out of sequence.

 

Here’s pics of the EFI manifold that Jerry Christenson built for Chris Larsen.  As far as I know, it hasn’t been tested yet but throws another take on how to make it happen.

 

Lorena, Texas (South of Waco)

That is beautiful work. And the long runners should make some good torque.

Best regards,



Paul Menten

Meridian, Idaho

when I say "modified firing order"  I mean i can get a chip that will change the firing order for the computer. From what i am led to believe, in order for the 5.0 injection to work on the y-block. either a custom chip with  the y-block firing order  in it has to be used or the tweecer so you can change the firing order. the reason the firing order has to be changed is cause, the computer uses the O2 sensors in the manifolds to tell if a cylinder is missfiring and if the computer is running the 5.0 firing order and the ignition is using the y-block firign order, ther will be cylinders that are getting fuel but no spark and vice versa and the O2 sensor will tell the computer that ther are cylinders missfireing which in turn puts the computer into limp mode cause ther are thing wrong.

as far as the ignition goes, this ezplains it better than i could. this is transplanted from a another forum i am part of.

On engines having sequential electronic fuel injection (SEFI), one tooth on the vane cup is smaller than the rest to identify when cylinder No. 1 is at 10 degrees BTDC. The width of the PIP signal generated by this tooth is smaller than that of the other teeth and is called signature PIP.

Im suprised if one or one/side lambda goes crazy if firing order is wrong.

Narrowband lambda is not very accurate or tell what cylinder is firing.

I might be wrong, cause Ford SEFI is not my special.


Hyvinkää, FI

That manifold does look good.  I wonder if the injector locations will work well.  It looks like some might spray onto the opposing wall of the runner.  And with the Y-block port layout 4 of them may be spraying in the wrong direction.  I don't know how injector positioning effects things.  I have notice that many factory injected engine seem to have the injectors squirting down the middle of the runner and are positioned at an angle that looks to be somewhere around 25 degrees to the center line of the runner.  It does look like that manifold design could be modified so that the injectors squirt almost dead center in the ports - if that is important at all.

In any case, this 5.0 injection thing sounds promising.

Lawrenceville, GA

I think some injectors are more of the fogger type. As long as they're operating when its valve is open and air is passing the injector, it might be ok. But, yes, it might be better to point the injector at the back of the valve if possible.

Best regards,



Paul Menten

Meridian, Idaho

The other way to go about this might be to use Weber throttle bodies adapted from the 302 Ford set ups.  Then you'd only need to build a short runner type manifold and mount the carbs cross ways (like the original Hilborn for a y) and rig your own linkage.  Maybe a separate water outlet on each side.  They set these up with the fuel rail down the center, which would lend itself to crossways mounting. Take a look at http://www.racetep.com/twmv8.html.

I don't know how much improvement there is in the computer and control side, but I saw one of these set ups about 3 years ago on a 302, and the manifolds needed to be connected below the butterflies to create a plenum to get a smooth vacuum signal.  It was all done in tubing below the manifold (in the lifter galley).  The car ran with the original set up, but not well and was not streetable by most standards.  The bill for the manifold work and dyno tuning alone was $7000.00. I've seen similar issues with an Algon system converted to electronics for a 409.  The throttle bodies are going to be over $5000.00, plus the fab work, computer fuel pump and plumbing, etc.

Food for thought, but it starts to make a Holley throttle body on a Blue Thunder look pretty good.

miker
55 bird, 32 cabrio F code
Kent, WA
Tucson, AZ