efi for stock 144ci questions

falcon_master

Well-known member
Hi i have some questions in efi kits. I can't find a efi kit for a 144 6 or any ford 6 like it. So does that mean i have to modify the carb intake so it will fit a bigger one with efi or can i put the injectors in right before the intake valve in the manifolds. Also what efi kit wouod i need and would there be any other engine upgrades needed for this thanks.
 
Best place for you is the Megasquirt EFI forum, listed in one of the posts below...


I lean on carb and mechanical fuel injection specialists from the 60's. The late Tim Howarth from Australia said it best


"Its pointless to add extra carburation through the existing hole in a log head".

He then gave four recomendations to Australian Street Machine back in 1990. In a modern EFI world, you have seven options.


Either


1. get a Lynx/Blattman cut off plate and add your good triple carbs and make it EFI through three throttle bodies instead of one.

See gb500's aditions to this post viewtopic.php?f=1&t=75335&p=580123#p580123

2. Offenhauser Tripower #5017 intake for 144 as a NOS part (no longer made, but if you put out an All Points Bulleten, you will find one if you persist. EFI through three throttle bodies instead of one

see the articles below in the Mustang Monthly post

3. or Hilborn Injection, EFI through one 6 bbl throttle body instead of one. Adaptors exist for this, you find them for sale, and they are stamped Hilborne 144

see the articles below in the Mustang Monthly post

4. or find a 2V style head (Aluminum Classic Inlines head by Vintage Inlines) and do a conversion like FalconFanatic or dayman1's or Broncilitus.
dayman's is through from the head and EFI up top...to the special engine mounts below...

dayman4.jpg


dayman1.jpg


dayman1.jpg


dayman5.jpg


dayman2.jpg


dayman3.jpg



Broncilitus has one like this

Broncilitusford2506cylindertopviewzn0.jpg


BroncilitusFord2506CylinderColage.jpg


5. A forth is to custom make a Hogan style intake for 4 point 4bbl EFI


and


6. A fifth option is to hog out a non 144 big log head, and fit EFI bungs to it, and use one throttle body.

drag-200-stangs


drag-200stanginjectionPic1.jpg



Pix023.jpg



7. Additinally People love to talk about 2-bbl CFI from a 3.8 or 5.0 1980 to 1987 Fox or Panther Ford, or a 1-bbl TBI/CFI from a Tempo/Tracer front drive, but its going back to the same thing about how big you can make a 1.3" hole on a 144 head. The 2.3 Over head valve four cylinders were cut down big log 3.3 engines with a lot of little changes. The later 1.75" log head takes the CFI 1 point injection esily, but its a big log head bolt and hole size, and won't work well on your 144 unless you do an open out of the 1.3" hole and a stud adaptor like Airberts needs to be made. Bigger big log heads are 1.75", and can take a 2-bbl carb adaptor or direct mount coversion with ease. On the early 144, thats not an easy option.


Here is the early to late model porting area after a direct mount mill down.


Areastoaddfiller.jpg


Bare in mind that between 1979 and 1987, Ford made seven different kinds of advanced induction systems to best suit the needs of its engines; it nailed it in 1983 with the Port EFI turbo fours in the Mustang and Ford EXP Turbo, then rammed the ball down the net with the 1986 5.0 Port EFI V8.


Nothing else even comes close...except MegaSquirt. Every other plug and play requires massive log modificatios...See next post and below:-

My advice?

Read every post I made to xrwagon memberlist.php?mode=viewprofile&u=188201
Check all 448 of his posts. Same questions, same issues, over an over.
 
If you use the 170 or non 144 heads, you can make 280 hp from 170 cubic inches...

viewtopic.php?f=3&t=72240

xctasy":2sf0pnfd said:
How far from stock do you want to go? Check the who's who list below:-

1. Ak Miller 1-bbl, 2-bbl, 4-bbl one, two and four carb adaptors
2. Three carbs (kevinl1058, FordSedanDelivery etc
3. a direct mount 2-bbl or TBi (MPGmustang's MRaley head)
4. a Classic inlines (65 Mustang, 62 Ranchero),
5. a 2V head (Ricksmol, Jimbo65 [discontinued], 65coupei6 and about 26 others)
6. even a bolt on 2-bbl to 1-bbl log head adapter (early MRaley)
7. a turbocharger with any kind of 1, 2 or 4-bbl adapter (Does10's, First Fox, Lincs 200, Fast65Ranchero, JGTurbo,

Each will work wonders, absolute miracles! Increases go up from stock hp, and so do prices.

With the stock head casting, and killer modifications like the Aussie three DCOE 45 set up made by Paul Knott, there is a true 280 flywheel hp from just 170 cubic inch engine that made 105 hp gross, 72 net flywheel hp or just 57 rear wheel hp. A 289% boost in power.




http://www.youtube.com/watch?v=uw6qPQOIPRk


xctasy":2sf0pnfd said:
Aussies......



With a few tubes and some knowledge, Paul Knott is getting 280 hp at as low as 6500 rpm from just 170 cubes in his 6 XK Falcon.

WerbyFord got it all in context with one post of the slowest to fasted small six Fords

WerbyFord":2sf0pnfd said:
....

23.79 at 58mph: Slowest Falcon Six on record (144 Falcon slushbox) :oops:
19.33 at 69mph: Fastest Falcon 144 Six "Trips", 60 Falcon mar 60 Hot Rod tests, et/mph calc'd from 0-60 and 50-70 :(
17.40 at 77mph: 66 Triumph TR4A, a real sports car. More class than anything new regardless of speed.
16.73 at 79mph: Fastest Falcon 200 Six "Trips", Gene 64 Falcon
14.39 at 92mph: Fastest Falcon 250 Six "Trips", 65 Mustang FSD EDIT forgot about this one!!! Maybe more in it.
14.10 at 95mph: Fastest normal (no spray or squeeze) 200 Six (Doug's 65 Mustang). Maybe 13s now? EDIT YES
13.67 at 98mph: Fastest normal (no spray or squeeze) 200 Six (Doug's 65 Mustang). Maybe 13s now? EDIT YES
10.95 at 124mph: Fastest Falcon Six (Kelly in Does10s) :eek:

....


Classic Inlines has all the advice you need. These 14 articles are an example of what you need to consider.

http://www.classicinlines.com/Magazines.asp


These eight pages from the late Ak Miller cover just how easy it is to boost power 87% with a stock engine, while still getting 35.9 mpg for fuel consumption at 45 mph

http://www.classicinlines.com/HA1.asp


Our regular and historic users on the 144-250 small six forum cover how to do it in elaborate detail.


There's 190 to 205 flywheel hp with a well worked 2-barrel 200 six. kevinl1058's neat tri-power 200 round body 61 Falcon chassis dyno's at just on 144-147 rear wheel hp, but that is about 181 flywheel hp with the best manual gearbox drive train loss of 26.4%, and probably there is more. FalconSedanDelivey's 250 tripower had to be at least a a 220 flywheel hp engine based on race weight, 1/4 mile and trap speed mph.

Ideally, whatever combination and modifications your looking for, it should make best power at as little revs as possible. Stock, a 200 six is rated as 115 to 125 hp gross, or 85 to 92 hp net at the flywheel.

When chassis dyno'ed, any stock 1963 to 1983 200 cube 1-bbl I6 manual often puts out around 65 hp to the bags with mid 19 second quarter mile times, but you can triple that power with a 225% gain from stock power with just head, cam, ignition, exhaust, trans and carb changes, often getting similar part throttle economy. Economy improves especially if you swap a T5 5speed transmission in instead of the stock automatic gearbox most 200 I6's came with. Quarter mile times with a 225 % power boost can drop to mid 13 second quarter mile times, with maximum top speed another 50 mph up on stock.

Best options are the Classic Inlines head. A 2v copy of the 250 2V Falcon head via a direct mount 350 or 500 cfm Holley 2-bbl carb will work, but you have to follow the examples of those here to the letter.

Good examples are Ricksmol, Jimbo65 [discontinued], 65coupei6, Crosley

With a Clay Smith 274 you can go out and up to 205 flywheel hp with the right mods to the C4 gearbox and torque converter. That's about 150 rwhp. See Crosley's posts
With a Schneider 260/270, and a Classic Inlines or 2V 250 head, you can easily get over 130 rear wheel hp, 65coupei6 and Ricksmol, and discontinued user Jimbo65,

If you ditch the auto, you can run a much milder 264 -112 cam and get 235 to 266 flywheel hp from the Classic inlines head with a 465 to 600 4-bbl carb and a T5 transmission. MRaley has posts of his 235 flywheel hp engine. See it in Dyno Run 2A on http://www.classicinlines.com/dynoroom.asp

Beware. You can require lots more revs to get the same power if you select the wrong cam. http://fordsix.com/forum/viewtopic.php?f=1&t=70440

http://www.carcraft.com/techarticles/cc ... nline_six/


Finally, if you use the the WerbyFord Werbly Gonkulator, Moroso HP Calculator or Estimate Quarter Mile Horsepower from MPH by Wallace Racing, Mustang Geezer's 2638 pound race weight, 98.1 mph 13.67 second pass only makes 195 rear wheel wheel horsepower. An automatic torque converter sucks up lots more power thru the drive train than a manual clutch does.Crosely's 2-bbl direct mount is in a 3000 pound car and does 87.7 mph at 15.17 secs, yielding about 157 rwhp

If a chassis dyno is used for tuning, the rear wheel hp figures to aim for are a minimum of 39% lower with a c4, and 26% less with a T5. The loss from factory flywheel to rear wheel hp is often stated by drag racers as 15%, but modern dyno's are influenced by counterweights and its certainly usual to see as much as 60% power loss with a good original 200 C4 combo. Sometimes not giving more than 52 hp bog stock from what was a true 85 hp flywheel net engine. Adding these factors to Mustang Geezer and Crosely's 200 I6 powered cars gives flywheel power figures of 274 hp and 218 hp respectively. When I say Mustang Geezer and Crosely's cars are true 258 and 205 hp cars, that assumes a very low 31% drive train loss. If the drive train loss were only 15%, the flywheel hp figures would mean the 4-bbl Mustang Geezers car would be 227 hp, and Crosley's 180 flywheel hp.



viewtopic.php?f=51&t=64230
This is a Mega Squirt forum, and peace to the guys who set it up. Mega Squirt will do everything with a moderate to small cost. I shouldn't be here, despite the fact that I like the system as it has most of the feature I love in EFI systems, I am not a Mega Squirt forum lover as I've found everything I like from Fords EEC system, and I consider anyone bat sh!+ to go for anything else.


Like a lot of things, its too easy to get too theoretical, and loose track of just getting everything at hand, and slapping it together! Jack Collins and others have often used other setups aside from Mega Squirt, and chopped and changed from outrageous to low rent...Jack went thru iterations of different carbs: 6 Mikunis, then Side draft Strombergs, Dual one bbl Carters, a 2bbl Holley, and now a Megasquirted EFI, but remember, he used SDS EFI on his Crossflow 66 Stang, and four motor bike carbs on his sons car.

If you just decide to use one system, you'll find a way to make it cheapest. Since this is a Mega Squirt forum, have the decency to use the Mega Squirt system, and network togther on tuning it.

All my posts here on this Mega Squirt forum are pro EEC IV and 5 posts, because I've found that Ford has the basemaps for them, and the key part of EFI-ing a Log 200 or 250 is setting up the basemaps. Mega Squirt guys can do that with help, but it requires networking to do it well.

On the other hand, Ford EEC guys can use the standard Ford basemaps, and get a head start for a moderate cost. The whole of life cost of getting EEC IV or EECV to run has dropped because of the work Ford i6 fanatics in the USA and Australia have done the work breaking the binary codes.

Asa":2sf0pnfd said:
....
Also, that sounds like a lot of work in order to get to the point where your next move is to overcome the lack of tunability in the 300's computer. Be smarter to go with a computer that has already been hacked open by the aftermarket.



Your right, the stock 4.9 computer might not be the ideal, but a few 4.9 batchcodes have been cracked. Some were Speed Density and some MAF, but either systems work well, and don't hurt the viability of a 4.9 computer being used on a 200 or 250.

What I am certainly saying is that Fords EEC 4 and Five has been cracked for some of the 4.9 I6's, and OBD II is not the limiter to modification that it once was. The cost for a setup that has a 170 hp to 210 hp EECIV V6 and I6 Basemap is very low, and in terms of total cost, its probably lower than Mega Squirt because it uses conservative FoMoCo durability tested mapping, but with all the stock fault codes Ford designed in. The sources of computer from certain SOHC V6 4.0's, 4.9's or 4.0 I6 OHC Aussie Fords. The EEC tuners have made Quarter Horse programs that run off the J3 plug for EECIV, and other SCT re-flashes for EECV, that don't have OBDII restrictions that rain on the EEC tuners parade. Ford Australia helped us out in 1994 when they went to EECV, and ran every imported 5.0 Explorer block from 1994 to early 2003 with a cut down EEC 5 system which doesn't have the OBDII system in it. So suddenly, EEC 5 isn't a glitch like it was when you had to have all the self checking OBDII crud included. In any case, OBDII EEC V computers can be used, a log as the extra ~ 43 pin-outs over EEC IV have some thing to condition. For pre OBD II vehicles like all our small over head valve 200 to 250 Small I6's are, its been run in 5.0 hot rods down here for years, and a Kiwi acquaintance I know does it for a living. Since the batch code EECV for Aussie EFI 5.0 GT40 and GT40P Explorer based engines has been cracked, it possible to use it as an I6 EFI upgrade without OBDII.

Sometimes, being stuck without the support you Americans have from the aftermarket industry helps the Aussies and Kiwis innovate by the "number eight wire" and "Aussie/Kiwi ingenuity" mentality. Ford Australia was forced to make the EECIV stuff work when EECV failed to allow propane conversions and cam updgrades work properly.


The 200/250 log can stay.

Method 1, 2, the log head speed density system with stock I6 air cleaner but port injection and Ford twin throttle body ex 4.9 truck EFI

And Method 3, the EFI F150 upper intake without sawing off the log, the intimate detail and info is there in another post.

There are Three methods.


The Innovation is 100% American!

Method 1. You can use a Transco 2-bbl to 1-bbl adapter, and run a 2-bbl EFI 4.9 throttle body on top, with just enough room for 6 injectors using

drag-200stang http://fordsix.com/forum/viewtopic.php?t=27536

or xflow Fairlane's method http://fordsix.com/forum/viewtopic.php?t=37661

of injector mounting.

Fiddle with fuel pressure and injector sizing, and do a DurasparkII to Ford TFI or GM HEI control unit conversion, and your ready to go.

For me, its Method 2. Lincs200 and xflow Fairlane's combined. When Lincs 200 came up with a Sidewinder external ducting to the out log like this,

logintakemod.jpg
,

I knew I could put a 2-bbl on the log and get it flowing well enough for port EFI. You can't direct mount it like the traditional direct mount Small Ford Six log because it gets in the way of the injectors. You can direct mount it the conventional V8 2-bbl way, and run a secondary manifold Lincs 200 style under the outside. Here's how I did mine.




Method 3 is to add the 4.9 Big six EFI intake to the log head lower, using AK Millers system



Army of Six "My mega squirt install" Mar 02, 2009 EFI 240 update. http://fordsix.com/forum/viewtopic.php?p=430533 In the instance of EFI-ing a little 200 log six, you add a custom new lower part to the log, rather than a new custom upper EFI part. You can use the stock 4.9 EFI upper as is. The Big Six has inlet 1 and Inlet 6 22.40 inches apart, while the Small six has differential pitching of the inlets, and inlet 1 and Inlet 6 on the log head are about 18.70 inches apart. So the outers need to be brought down to the log head spacings by about 1.85 inches (the difference 22.40-18.70, divided by two) each side on the outer inlets. Or you just do an Ak Miller http://www.classicinlines.com/HA1.asp and add four pipes by braising, then perhaps two extra sidewinders to the outer welsh plugs on the log. The log intakes vary from 21.25 to 21.85" long, and a 22.4 inch spacing 4.9 EFI manifold would then fit with ease, each of the six pipes would then line up with the upper intake with the utmost simplicity.

http://img.photobucket.com/albums/v352/ ... to0068.jpg


A 50% drop in capacity from 300 cubes to 200 isn't a major,when you can control injector size and fuel pressure. SD EFI gets screwed up when the pulse timings are out of sequence, so you'll only have to run the stock 110 degree lob centers that the 240 and 300 268 degree cam did, and then fiddle with the fuel delivery pressure and/or injector sizes to suit.

http://www.ford-trucks.com/forums/10360 ... ers-8.html



Enough of the I6 EEC IV and V have been batch code listed, and mapped for both US 4.9's and US Aussie 4.0 and 4.1's, and the base map is about 210 hp with a TFI distributor. The transmissions are not an issue, and its all catered for with FoMoCo standard parts.

Its just the log to F150 EFI upper part, or the a speed density direct mount 2-bbl twin throttle body bits that need to be hooked up. Its just a rehash of Ak Millers welded on stubs to make a log head EFI compatible. All the science and hard work has been done.

Or you just buy a CI head, and slap on an F150 upper with SD or MAF EECIV from any source.


Or Mega Squirt.

All they way, the log can be left, and doesn't need to be sawn off.

I've spent so much time with my 205 hp Explorer making a 4200 pound truck do 25 us mpg at 65 mph, and have faultless reliability to ever go back to carbs and non EDIS ignition. To me, I'm with the guy airrocket on fordmuscleforums, who said it all...
carbs and dizzies imply "antiquated tech"


And a guy who flat out loves carbs, jets, air bleads, well and emulsion tubes and electronic Distributors told you that.

Fords foray into EEC Four and Five paves the way for simplified tuning of our I6's into 200 plus hp streeters with next to no non factory parts. If you wanna go Mega Squirt, knock yourself out.

Either way, the Ford I6 wins
.
 
Airbert has a bolt on adaptor to turn a 1.3" hole head into a 1.75" hole with a bigger 2-5/8" stud spacing.

Carbspacerboltedtoadapter.jpg


You then use Ford EECIV with the Tempo 2.3 single point CFI unit. Its a electronic carb replacement for the 1978 to 1983 1946C Holley. You can convert the distributor to TFI and run the whole EECIV system.

Others have gone through the same thing. Ford CFI/TBI 1 point, Chevy TBI two barrel like MPG Mustangs, and even looking at an old #5017 144 Offykit and converting it.

mump_0312_10_+six_cylinder_performance_guide+_offenhauser.jpg


https://grassrootsmotorsports.com/forum ... 702/page2/
https://grassrootsmotorsports.com/forum ... 702/page3/


That's an 85 hp Ford CFI system for about 25 dollars from a wrecked Tempo, and some moderate system upgrades.

My relative has an ex Alaska Tempo 2 door with it...great, simple, reliable system.

20131021_172350_zpsbbdc50d1.jpg


20131021_172321_zps1924c289.jpg


20131214_110127_zpsyejbwkz9.jpg


Airberts other 2-bbl to early log head adaptor could allow you to use the 112 to 180 hp 2-bbl CFI from the 1983 to 1985 ish 3.8 or 5.0 Fords.

viewtopic.php?t=56967

aribert":3nzumg43 said:
I went rooting thru the jpgs that I had on my memory stick. FIrst one is of my newly installed Weber 32-36 DGV. Ignore my 2-bbl carb and custom adapter - the throttle linkage pivot is in the same generic location as on your vehicle. Unfortunately the very front of the spring (where it hooks onto the forward end of the intake log (spring hooks right onto the casting - tip of curved spring leg faces the metal plug on the end of the log)) is hidden by the rad hose. The photo was intended to document my carb installation and not the spring installation.
32-36DGVFV.jpg


Second pic is of the same 2-bbl carb set up, side view showing the other end of the spring. THe throttle linkage bellcrank is from a 65. I did drill a 2nd spring mounting hole to get a little bit more tension on the spring - that is why you will see two holes on the end of the bellcrank where yours most likely only has one hole on the end of the linkage.
32-36DGVSV.jpg


FInally, my prior Autolite 1100 carb with the 65 adapter but using my '61 linkage (note very similar to the '65).
Autolitew61linkageon65adapter.jpg

On the Fuel Injection Megasquirt forum

viewtopic.php?f=51&t=72285
falcon fanatic":3nzumg43 said:
I just realized I've been working on this car for twelve years. Phew! Lots of mods over that time and the latest is my long-awaited FI conversion. After a not insignificant outlay of cash I found myself in possession of an OZ head, which I ported and had rebuilt with larger valves. At the same time I took the manifold to my new favorite machinist to have injector bungs installed and to finish the adapter plate for a Jeep throttle body that I scavenged at the yard. Right now he's finishing up the details on the crank trigger wheel for the Electromotive TEC3 unit that I bought off my friend. At this point I've collected almost everything I need for the complete system. Here's some pictures:

Manifold 1:
IMG_1618.JPG


Manifold 2:
IMG_1620.jpg


Throttle body:
IMG_1621.JPG


Assembly from rear:
IMG_1628.JPG


Assembly from front:
IMG_1629.jpg


top view:
IMG_1630.JPG


I'm pretty stoked about this setup. Not only should it run nice and smooth, I'm expecting a big power boost. Oh, and in case your wondering, it would have cost close to the same to go with the aluminum head after all is said and done.
 
with a 144 you could use a 1 bbl tempo cfi unit. Or a 1 barrel gm unit and computer tune from the smallest engine they put out in the mid/late 80's
 
If you want to use a system from another engine, look for one with similar HP rating.
The complete TBI system from a 2.8l V6 found in the 86-93 S10 may work for your 144.
The 2.8L V6 is rated for 125HP net.

The Tempo TBI works well because the HP rating of the 4 cyl is close to our inline 6.

A single throat TBI from a GM 4cyl would also work. You may be able to use multiple TBIs.
Someone builds a EFI system for the 145cid-164cid (80HP-140HP) Corvair engine that uses two single TBI from a GM 2.2L engine
with no problems.

Here is a couple conversions I found on the Internets using GM systems on the Chrysler slant six.
Multiport EFI: http://www.slantsix.org/articles/dibias ... ersion.htm
TBI: http://www.rowand.net/shop/tech/SlantSixTBISwap.htm
 
what bout our member who recently made the efi - took off the top of his dizzy, f.pump block off plate, trigger wheel, etc…
search his thread as it's for a falcon/Thriftpower like ours...
 
A Forwaed FOCUS is needed....deciding what to do, and what not to do.

Follow
One
Course
Until
Sucessfull

follow-one-course-success-handwritten-blackboard-focus-acronym-55336908.jpg



This is not "doing the same thing over and over expecting a different result", BUT broad brush going over the best options, and then isolating one and making it WORK.




Not seven. Deciding on one means not doing six other things..... I gave seven because people tend to feature creep other bits into there item of personal interset... you can't do that with EFI...you have to follow a whole system, then copy it because of the different injector types. US EFI, the American EFI technology is world class, it GENERALLY won't put you crook, but you have to note what system you are copying. Some Ford CFI systems are simple lokking, but very, very finickity, and you'd need yor head read to use some kinds unless you really have good support and understanding. EECIII or EECIV CFI 2bbl twin injector systems are very simple, but have 13 different versions, and each year, they changed stuff, and there controll systems are the most advanced, but also the most troublesome.


You have to make it easy on yourself, and tick one of these. Not mix'n'match.


Another help is therefore


stevejobs_focus.jpg


Some terms.
CFI = Central Fuel Injection = Ford Bosch injector, speed density EECIII or EECIV. Sadly, the cut down Falcon Six front drive 4 cylinder 2.3 "TBI" is called CFI, but its like the Non Bosch port injectorTBI's

TBI = Non Bosch port injector, either GM, Mopar or Denso/ Nippon Denso fat and funny retro rockwet lookin thingy..



Speed Density (Manifold Absolute Pressure [MAP] systems have no real single upstream Manifold Air Flow meter, so they are simple and cluter free, but can be a proper beggar to tune.

Heated wire Manifold Air Flow meter MAF systems are usually really nice and easy to tune...but they are complicated to array in the engine bay.
.


and here is the summary, whicch excludes an 8 th kind, adapting the the 4.9 EEC truck EFI intake or 4.1 Aussie cross flow intake.

EFI 1. Make it 3 point EFI through three throttle bodies instead of one. Like Offenhauser, only you hack off the top part of the log and weld on a plate.
EFI 2. Offenhauser Tripower. That gives you three holes, and you can use three GM or Ford or Mopar TBI units
EFI 3. Convertional Hilborn Mechanical Injection, to EFI through (shoulda said non single throttle body, ..MoTech, HalTech, speed density Mega Squirt)
EFI 4. 2V style head (or best yet, Aluminum Classic Inlines head by Vintage Inlines) FalconFanatic or dayman's or Broncilitus
EFI 5. A Hogan style intake for 4 point 4bbl EFI (one later kind of Does10s 250, or fast65ranchero's 250 Fox, or JGTturbo's Mustang..
EFI 6. Log EFI...hog out a non 144 big log head, and fit EFI bungs to it, and use one throttle body. Not TBI or CFI.
EFI 7a 2-bbl CFI from a 3.8 or 5.0 1980 to 1987 Fox or Panther Ford (or 2-BBL TBI GM has but it has different injector types to Fords)
EFI 7b or a 1-bbl TBI/CFI from a Tempo/Tracer front drive (Or Mopar K car, or GM 1bbl TBI)


I listed "seven proven hp engine systems" as examples of how you make rock pure Horsepower, its not an EFI diseration...

1. Ak Miller 1-bbl, 2-bbl, 4-bbl one, two and four carb adaptors
2. Three carbs (kevinl1058, FordSedanDelivery etc
3. a direct mount 2-bbl or TBi (MPGmustang's MRaley head)
4. a Classic inlines (65 Mustang, 62 Ranchero),
5. a 2V head (Ricksmol, Jimbo65 [discontinued], 65coupei6 and about 26 others)
6. even a bolt on 2-bbl to 1-bbl log head adapter (early MRaley)
7. a turbocharger with any kind of 1, 2 or 4-bbl adapter (Does10's, First Fox, Lincs 200, Fast65Ranchero, JGTurbo,


(y)
rocklord":1otjovr5 said:
If you want to use a system from another engine, look for one with similar HP rating.
The complete TBI system from a 2.8l V6 found in the 86-93 S10 may work for your 144.
The 2.8L V6 is rated for 125HP net.

The Tempo TBI works well because the HP rating of the 4 cyl is close to our inline 6.

A single throat TBI from a GM 4cyl would also work. You may be able to use multiple TBIs.
Someone builds a EFI system for the 145cid-164cid (80HP-140HP) Corvair engine that uses two single TBI from a GM 2.2L engine
with no problems.

Here is a couple conversions I found on the Internets using GM systems on the Chrysler slant six.
Multiport EFI: http://www.slantsix.org/articles/dibias ... ersion.htm
TBI: http://www.rowand.net/shop/tech/SlantSixTBISwap.htm


(y) (y)
chad":1otjovr5 said:
what bout our member who recently made the efi - took off the top of his dizzy, f.pump block off plate, trigger wheel, etc…
search his thread as it's for a falcon/Thriftpower like ours...

Maybee the "udder other one...."

thesame guy was the distributor lopper offer fella...an EDIS system



MPG Mustangs...every little step itemised and discussed in his 3 page Photbucket on Sande Stang.

http://s897.photobucket.com/user/mpgmus ... t=3&page=2

People forget about it as there was a picture size restriction back then...

MPGmustang":1otjovr5 said:
SHE LIVES!!!! MUWAHAHA!!!
For the frist time, my 200ci engine has run without a carb!!!
Now it did take ALOT of cranking, and timing checks, I timed the ignition PERFECTLY on 12* when I installed the DUI (7 pin), lucky install.

I still have a hill to climb, tune is off obviously, it turns on and then tries to reach 20inches of vacuum before giving up and 'dying' it will reach the nice 800rpm idle but thinks it's under load as there is low vacuum and revs up to 3000 rpm on the tach.
the fuel pump 'primes', no leaks in the system I've watched and checked a few times, I think I'm good, I just need it to be tuned right.

So, phase one complete, system installed and 'working' now just phase 2, tuning... I really hope that the night mare isn't 'about to begin' kinda thing. it was ALOT to install.

On the tune, I only see a max vacuum of 16 inches, but NEVER at idle, idle should be about 7inches, maybe more with tbi being all 'perfect'.

Anyways, It's late, I'm BEAT, and bed is so inviting.


the GM TBI is the most adjustable system around...

IMG_20120724_001905.jpg


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Or the late Mike W's help at EFI amazement..linked in the Classic Inlines pages as well.

ci/74Maverick.html

1-bbl Chrysler K car carb...with Extra injectors, nitrous and 135 hp shot of giggle gas...on a plan wrapper 200 T-code.

The TBi is a very simple 1bbl carb on a Weber 2bbl base, made by Bosch TBI unit, 4288296 for Mopar-Dodge # 4288296 on base.

TBI.jpg


s-l225.jpg


hrdp_0711_05_z-1970_ford_maverick-phase_two_efi_setup.jpg


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