Aftermarket EFI?

[Wonderland]

I would love to build a 70's era 4 door ford! I had my eyes on a '79 f350 in really nice shape but it sold before i could get the cash.

I basically am going to build something very similar to this. Doubt if I will go as wild on the suspension. Then again...

Haven't decided on model year, anything from a 67-79.

Make the mechanics perfect (fresh drive train), and leave the paint how it is, will blend in better in Baja. :costumed-smiley-007



http://www.insideoutservicesllc.com/gallery/main.php?g2_itemId=2506

This would be the dream version.

Most likely end up with this:

 

[MarcFJ60]

Wouldn't it just be easier to swap in a factory EFI drivetrain from say a late 80s Ford truck? I'm not going to hate on the 390, but there really isn't anything compelling about it either. And the pushrods through the intake?!?!?

If you already talking about swapping in the 390, why not an EFI 351 instead or something bigger?

 

[Wonderland]

Wouldn't it just be easier to swap in a factory EFI drivetrain from say a late 80s Ford truck? I'm not going to hate on the 390, but there really isn't anything compelling about it either. And the pushrods through the intake?!?!?

If you already talking about swapping in the 390, why not an EFI 351 instead or something bigger?

Haven't decided yet.

Even thought of swapping the body onto a late model coil sprung Super Duty chassis. Recently talked to my buddy the diesel mechanic, he might have a donor that was rolled.

I just don't know about diesel, the sound and the smell bugs the Hell out of me. I used to run heavy equipment for a living, grew very tired of the noise and the odor. I would dread owning and driving one, not worth it to me.

Much rather have a hot rodded gasser.

 

[Root Moose]

Diesel is over rated - especially the modern stuff. If we lived in Europe I might think otherwise... nah, doubt it.

I'll second going modern.

 

[Wonderland]

I'll second going modern.

I like this:

http://www.expeditionportal.com/forum/showthread.php?p=541820#post541820

And Larry's 8.1 Chevy Swap.

http://www.flickr.com/photos/11889582@N08/sets/72157601574888388/

http://www.flickr.com/photos/11889582@N08/sets/72157605630911630/

 

[bronconut]

Wouldn't it just be easier to swap in a factory EFI drivetrain from say a late 80s Ford truck? I'm not going to hate on the 390, but there really isn't anything compelling about it either. And the pushrods through the intake?!?!?

If you already talking about swapping in the 390, why not an EFI 351 instead or something bigger?

X2 I've done a few EFI 460 swaps into 78-79 Bronco's. I would think if this is a expo style rig using all factory parts would be a good thing.

 

[Wonderland]

X2 I've done a few EFI 460 swaps into 78-79 Bronco's. I would think if this is a expo style rig using all factory parts would be a good thing.

I have considered the 460 too.

It isn't going to be an exped' style rig. Just something to play with and do some mild towing for a Airstream Bambi style camper. I have my Tacoma for the so-called "expeditions"

I am not even sure if I am going to make 4WD, might just do Twin I-Beam.

 

[Desolation]

I'm going to chime in with an x2 on just swapping to the EFI 460.
The 400 would be my first choice but for easy EFI the factory EFI-460 is the hands down winner.
Simple, bolts in mechanically, can be done with all stock parts if you wanted to.
The OE EFI-460 was a dog however you do not need to build it that way and it is fairly easy to get the engine to run nicely, I've seen significant simultaneous power and mileage out of "tweaked" 460's.
My 70's truck is currently powered by a 429, it is an early engine at 11:1 CR runs on all but the hottest days on Regular, delivers 14-MPG in the highway and has shown the tailgate to many a hot rod diesel. I have a built 466 to replace the now tired 429 after 10 good years of hard use.

 

[Wonderland]

Thanks guys for the input.

 

[ntsqd]

I can see the appeal of an OE EFI 460 transplant. I wouldn't do it, not in a truck. In a hot rod? Maybe.

 

[R_Lefebvre]

X2 I've done a few EFI 460 swaps into 78-79 Bronco's. I would think if this is a expo style rig using all factory parts would be a good thing.

I would think that most aftermarket systems use all OEM-type parts instead of anything custom.

My setup uses the original factory sensors in most cases. IIRC, the only exception is the water temp sensor, which is a Bosch part, and the MAP sensor which is a standard GM 2-bar unit. The ECU case itself is quite rugged:

The wiring harness uses Weatherpack connectors, fully shrink wrapped with strain releif on each end (the one on the left):

And the ability to actually WORK with the unit has saved my butt a couple times. The worst was when I broke off a nipple on the vacuum line to the MAP sensor. I was able to limp home by adjusting fueling on the laptop as I drove. I was my own load sensor.

So, it really just depends on what you're getting.

 

[Wonderland]

I can see the appeal of an OE EFI 460 transplant. I wouldn't do it, not in a truck. In a hot rod? Maybe.

I am leaning towards the 400 after what I have read here.

I am kinda building a useful hot rod, this truck will not be my primary vehicle. The girl friend wants an AirStream or a Shasta Canned Ham, I want to build up a so-called hot rod, this way we get both.

 

[ntsqd]

[digression] The reason that I would use a 400 in a truck is the 4.0" stroke and the 4.0" bore. As the bore size increases it takes more time for the flame front to consume all of the air/fuel mixture in the cylinder. That coupled with the long stroke, longer than the 460's 3.85" stroke(!), will make for more time to complete the burn. It does mean that as the max RPM climbs that the piston accelerations/decelerations start to approach the outer limits of what is reasonable for a long lived engine. Which is why the 400 probably isn't a great candidate for a high rpm hot rod engine. At least not one that doesn't see it's oil pan dropped & bearings inspected every to every other pass down the drag-strip.
As with all engines, the cylinder head selection will make or break the engine's ability to do as desired. In the 335 engine series you're going to have to decide on intake runner & valve size vs. combustion chamber volume. I don't know that a small runner/valve head with a small chamber exists. To get good low speed port velocity you may have to use a pop-top piston to get a reasonable CR. Ideally you'd have a mildly dished piston, but I don't think that it possible though I hope that I'm wrong.[/digression]

 

[Wonderland]

[digression] The reason that I would use a 400 in a truck is the 4.0" stroke and the 4.0" bore. As the bore size increases it takes more time for the flame front to consume all of the air/fuel mixture in the cylinder. That coupled with the long stroke, longer than the 460's 3.85" stroke(!), will make for more time to complete the burn. It does mean that as the max RPM climbs that the piston accelerations/decelerations start to approach the outer limits of what is reasonable for a long lived engine. Which is why the 400 probably isn't a great candidate for a high rpm hot rod engine. At least not one that doesn't see it's oil pan dropped & bearings inspected every to every other pass down the drag-strip.
As with all engines, the cylinder head selection will make or break the engine's ability to do as desired. In the 335 engine series you're going to have to decide on intake runner & valve size vs. combustion chamber volume. I don't know that a small runner/valve head with a small chamber exists. To get good low speed port velocity you may have to use a pop-top piston to get a reasonable CR. Ideally you'd have a mildly dished piston, but I don't think that it possible though I hope that I'm wrong.[/digression]

That is why I am asking the experts.

Thanks ntsqd!!!