EECV is possiable with CFi 2-bbls as it is. The only issue is how to condition the fuel delievery to suit the application. Breaking into non V8 EECV box codes means you have to see TI industries in Australia, and attempt to use the Maotes J3 jumper to tune off the base tables. Or just go MSII.
I don't have the parts, but an Indirect Port injection system via six injectors in 3 CFI units on a log head controlled by the Aussie EEC5 would be my pick. It would look cool.
We did look at it at Ford Six back in 2003 ish.. Back then, CFI was hated, and everyone with a six is kindof in awe of V8's, so we tried using the early TriPower ideas.
Six in lines aren't too good to package, and like the Autolite 2-bbl carbs, the CFI's need a lot of bits
cut down and
lopped off to fit.
The best way to run triple CFI SBF V8 is as a port EFI system with indirect port injection, and cut the FPR and dash ports off, and then run it with external FRP with MSII. The cost is the thing...its the tri power intake and the not legal for road use status that might 'wreck the dream'...MegaSquirt makes it easy, and the Bosch injectors can be swapped for low imp versions with reduced lbs per hour easy as pie.
When Jon Enyeart at Pony Carburetors was alive, they'd just cut down a set of Pony Carbs , 289 Cali 1967's, Autolite anular discharge 2100 2-bbls or some old Holley 2300 2-bbls on a Blue Thunder Repro tri power...
On my FAZER engines, I use the stock log head, and drill it for six injectors, and then feed it with another four holes inaddition to the single 1.75" hole. Then run six tubing headers to one F150 47 mm 2-bbl 4.9 EFI unit.
When I and others on another forum looked at CFi conversions to the "foreign in line sixes" ( 2-bbl Australian 1972-1975 M code 170 Bhp 2V 250 and Argentinas 1968-1996 108hp ME188 and 164 hp SP 221) in 2001- 2005, we did a full study of CFi operation.
One of the pictures on another forum I extensivley searched during 2014 is actually ex Ford Six Peformance discussion item, showing CFI on a 108 hp 3.1 liter 'Argie' in line six intake manifold.
From Old 08-08-2011, 10:55 AM Re: Roller cam and distributor gear ??, all ford techno board
PSIG. Example of CFI installed onto a Ford I6 performance application. The CFI on the right is mounted sideways compared to the manifold on the left, an is a standard 302 unit with 'choke', dashpot, and blue-top 500cc injectors:
Aussie Falcon M code 170 Bhp gross High Performance 250 2V versus Argentina 108 hp SAE net Max Eccno 188 cubic inch with US 2 BBL CFi
The only reliable info I could find back then was the 1988 Impco Techical Service Bulletens, which covered
everything. They were the only ones who could legally fiddle with the stock computer and control systems.
The whole swag of so called 2-bbl engines was designed from the early years to be upward compatible with the the CFI, as Ford wasn't sure if the VV 2700 or 7200 was gonna be continued. Ford was experiementing with throttle body suppliers for factory CFI's from the 4-bbl Conelec Shelby's 1968 Califonia Special Green Meenie...
The Ford info we have now have wasn't out there on the net ten or even five years ago, and there specfically wasn't enough info on how to retrack the often out of range idle on any 1980 to 1987 two point Central Fuel Injection. Nine times out of ten, it was the timing chain or MAP sensor, but we din't have the shoe in to the Ford MotorCompany TSB's.
That is because there were about 15 odd different types of non functional CEL 2-bbl CFI'S over those seven years.
Approx five versions of the 80, 81, 82, 83 and 84 small CFi EECIII 5.0
six versions of the small CFi EECIV CA 82, 83 and all 84-87 3.8's,
the two versions of the 84-85 EECIV large 5.0 CFi,
the two versions 84-85 EECIV small 5.0 CFi.
This was not including some totally wild passenger and truck MCU or EECIII Duraspark III engines with odd ball carbs that no one could tell if they were CFI, 2700 VV, 7200VV, or 2150 Motorcraft 2-BBL 255, 302's, 351W or 351m's or 400's.
Impco's Technical Service bulletins from the late 80's cover the best info on the control systems of pre OBDII Ford systems. I was fortunate to read them back in 1990 when I got Jay Strorers LPG Performance book. Ak Miller was the guy who had to figure out how to hook up LPG systems to those 1979-1985 EEC and MCU "knight mares".
The issue back then was you have to prove you weren't invalidating the original gasoline Federal Ford EO durability and certification protocols to gain a CARB sticker for alternative fuel. Understanding what was there
first was then required. To this day, the best diagnostic test technicians are those that have to use Propane Gas systems with stock gasoline engines, and not trigger a fault code. The early systems had either no check light, or it was hooked up to the oil pressure sensor. Good on ya Ford, you had a better idea :idea:
What is hard is that the CFI also was EECIV or EECIII, and some of the sub systems were different. The generic info was right on,
http://www.tomco-inc.com/Tech_Tips/ttt3.pdf
but there were some parts which were discontinued on the 1984-1985 High Out put versions that were still there on the California Pnather and Fox CFI's in 1984. Then the different CFi 3.8's confused people, so did the HSC's, which weren't remotely similar due to the injector differences.
The old EECIII, EECIV and MCUs that
didn't have check lights, or MIL's that weren't connected to the ECU are very easy to alter, and use some Pulse Width Modulation techniques with any of the Fuel valve equiped old Carter YFA 1-BBL's or the four types of Bosch conventional injector 2-bbl Motorcraft CFI will help you. The Nissan/Chrysler style injector on the Ford 1-bbl TBi HSC 2300 was a different kettle of fish, but it was duplicated in Australia using the VG30E Pathefinder 2-bbl V6 throttle body, so the systems were constantly evolving, still with EECIV code right till 1991.
The wring and coding though is old, and you can't
easily break into them using the stdnard Ford code data. Its also easy to destroy them if you misswire them.
MCU and Duraspark III systems are the smartest systesm, they have crank positions sensors, and you can do some very tricky stuff without anyone even knowing. IIRC, Truck, Van and Police Windsor 351 are around, 2150 2-bbl, 4180 4-bbl and 7200 2-bbl V V Fords up to 1995 with the old Brown Box Duraspark III are around, I think.
Megasquirt and Audrino allow you to assume control over some systems, and make your own 'under the radar' feedback systems.
I personally like the basic core sparking system of the CFi EECIII from mid 78 to 84. It reused the Duraspark III operation system, which allowed the stock Duraspark II to be rewired to run through the Crank Position sensor like a Sequential Port injected car. Based on the old, original wire code, Ford gurus just did five things.
1.Rewired the orange wire to come from the the EEC-III (instead of the stator in the distributor to the module).
2.The purple wire was deleted on the Duraspark III, but on Duraspark II it goes from the module to the stator.
3.The black wire goes to ground on both Duraspark II and III, but on III it doesn't ground at the distributor.
4.In addition, the neg coil wire doesnt go to the EEC-III, it goes right from the coil to the Duraspark III module, and the tachometer (if equipped).
5.The Duraspark III distibutor is subtly and visually different to the V8 Duraspark II. Inside, there is no stator controll, nor vacuum and centrifugal advances. That messes people up, the EEC III module normally has a Brown subsidary box which does all the spark mapping. The Duraspark III module can be in a number of places, and the MCU like EEC III in a number of places too. Like under the passenger seat in bigger Foxes.
Other than these, it's wired exactly like a DS-II system. The CP sensor (which looks like a VRS sensor is found on other non CFI cars like some 351M's and 400's right into the 83 model year, as well as the 351W's) then allows the strange Duraspark III unit and its associated Brown Duraspark III module to fire the wires. This bad boy has confused so many people when the EEC III module gets ditched and CFI has been replaced with a nice big 4-bbl, how the thing can work fine, and then stand you up when the test conditions triggers a failure code.
The EEC-III or CP sensor can cause a no spark condition and is very simular to the DS-II's stator in the distributor going out and it ran the Duraspark III like a TFI igntion module, although it wasn't optically sesnor driven. The durability faults of the non Ford Duraspark exist....if that unit fails, if the coil has a cool pass for ohms, but a warm or hot testing failure, if the under rotor magnetic pick up coil fails, the system will not work.