A comment from Dan on another thread got me thinking about EFI for my Cortez again. I gave up on the idea a while back, but reading recent posts here in the EFI section has really peaked my interest. I'm going to start collecting the parts so that once my engine is rebuilt and running well, I'll be ready to move on to the EFI.

Here's how I envision it:
I would use a pierce manifold for triple webers and have it set up for injectors, fuel rail and MAP sensor. Then fabricate a log to attach to it, similar to the supra manifold. I like this idea because one could always tinker with manifold ideas without having to worry about injectors or fuel rail again.

If I can make it fit, I would use a 5.0L TB mounted on the front (again, like the supra manifold.) Do these also have provisions for IAC?

I plan to use a Megasquirt II for the EFI and Spark control. Is anyone here currently doing this with a distributor system?

I would also use the Holley surge tank/pump fed by the slant's original pump, then I would only need a return line, instead of having to fab a feed and return line. Is that correct?

I'll read the board again for regulator recommendations.

I have an Innovate LM-1 so I'll stick with that for monitoring.

I know there are a few more parts I haven't listed but those are the main ones. Does this sound workable so far?

Thanks,

-Moose

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1966 Clark Cortez, Industrial /6

LM-1 = Great!
Ford TB = I think that is mass air flow, and that is a headache. The Ford guys even spend big money to switch that out. There is lot's of other TB's that would work. Frankly the Jeep 4.0L should be very sufficient. All in all you got ton's of info here and I think the project would be a success. Just remember the intake side is easy, it is the fuel tank and lines that are the problem childs.

A great big vehicle like the Cortez, I don't think would present much difficulty with fuel tank or lines.

MAF is theoretically better than speed-density (w/MAP sensor), though I've never messed with the Ford hardware so I don't know what pitfalls it might have.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

MAF is severely pricey especially fords. My boss who have Mazda MPV 1998 unplugged and plugged MAF trying to diagnose hard to start issue and killed it. Cost is about 800 for it, he had to go yarding to find one cheaper.

Go with MAP. Works very well and inexpensive enough to carry a spare if mounted remote from computer (optional).

Cheers, Wizard

Actually, at least on the Ford smallblocks, it isn't that hard or expensive to switch from MAP to MAF. I have looked into it for my vans, and I figure I could swap my 89 MAP van to MAF for about $500 and a couple weekends worth of work. But it is running so good right now I probably won't mess with it.

The Ford 300 did get injection in the late 80s, and I even think there was one or two years of MAF injection for it. The hard part would be tracking one down. The upside of that swap would be that the Ford 300 has the same firing order as the slant.

I'm using a Ford 4.6 throttle body on my slant six, and managed to get Megasquirt to talk to a Lean Burn distributor without too much trouble. I have an article on using the MS with the Lean Burn distributor here:

http://www.diyautotune.com/tech_article ... engine.htm

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair

http://fordfuelinjection.com/

FYI

Maybe I'm misunderstanding something, but I didn't think that the throttle body dictated if you used MAF or MAP. Isn't the TB really just the piece that controls the air flow and houses the TPS? Then a MAF sensor is typically placed before the TB if used, or a MAP sensor placed in the manifold, If used, right? Doesn't the type of controller you use dictate MAP or MAF? I don't know enough about Idle Air Control yet, to know if that can be used with either. I was planning to use MAP because that is what the megasquirt was designed around.

For the plenum I am planning to use the "D" style extruded material and matching 75mm end piece from Ross Machine Racing here and here. Then I will just machine the flat side to attach to the 3X weber manifold.

Thanks for your continued help,

-Moose

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1966 Clark Cortez, Industrial /6

Sorry, I skipped the part in your original post where you said you wanted to use megasquirt.

Matt, your article is terrific! Thank you! I'm assuming if I want computer controlled advance, then I will need a lean burn disty . Can anyone tell me what vehicles to look for these in?

Also do you have an opinion on how using megasquirt for everything (spark, advance &efi) compares to using it with the 7-pin HEI? If you had it to do over, how would you set it up?

BTW, I will be buying my MS stuff from you (DIYautotune) as soon as I know what I need. (complete MSII 3.57, Relay board,stim board and cables I think)

Thanks again,

-Moose

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1966 Clark Cortez, Industrial /6

You're welcome. The Lean Burn showed up on a lot of '80s era slant six trucks. I'm likely to be going to a crank triggered coil per plug setup later, but for a basic setup it really seems to be something of a toss up between HEI and direct coil control. They both work about equally well, and if I were going with an assembled MegaSquirt the HEI might make for less tinkering.

_________________
"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair