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":rzlma3wn 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! Or perhaps Belgian people from Ghent
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
viewtopic.php?t=27536
or xflow Fairlane's method
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,
,
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.
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.
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