OK, wait, I'm confuzzed. What was the first year for MAF EFI on the Ford 300? It wasn't a one-year-only '96 deal, was it?

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

I have been delving into the world of Ford fuel injection only because I have been working on my 89 Ford van. Here is my understanding of the timing of Ford fuel injection developments-

85-89- Ford batch-fired speed-density fuel injection introduced on all motors. These were all MAP (manifold absolute pressure) systems which worked fine for their original application, but the sensors and computer programs limited the ability of the computer to adapt to modifications.

89-93- Mustangs and other Ford/Lincoln/Mercury passenger car eight cylinder motors got MAF (mass air flow) and sequential fuel injection. These are the highly sought after computer years. Very adaptable to motor variations and retrofitting to earlier carbed and MAP motors. Truck engines and six cylinder motor continued to be MAP injection systems. MAP isn't really that bad, especially at higher RPMs. I have a MAP system in my tired old 89 Ford van and it still does okay.

94-Ford truck v-8s got MAF injection systems, but the lowly 300 six kept the old MAP system

96- last year of the 300, but the first and only year the 300 got a MAF injection system. This would be the ideal year for grabbing parts for a slant six because (a) it is MAF and therefore adaptable to the smaller 225/198/170 motor and (b) the Ford 300 shares the same firing order as the slant six (1-5-3-6-2-4).

As was discussed in the post I linked to, one of the obstacles to swapping to the Ford MAF is generating the proper signal from the distributor. I can't verify how this can be fixed, but another poster told how he overcame the problem in that other thread.

For me, the bigger problem is figuring out how to plumb in the high pressure fuel pump and the return line to the tank without making it very expensive and/or complicated. If someone could come up with a fuel tank sending unit mod to solve this it would be very nice.

Here is a website that gives some good background and discussion about the various Ford fuel injection systems. It is aimed mainly at Ford v-8s, but the tech can be extrapolated to the slant six.

I would love to see a workable MAF swap since I have a bug to try and build a fuel injected hydraulic lifter slant.

You might also want to lurk around www.fordsix.com

Did a little bit of checking, and I turned up that there was an even more bizarre one year oddity - the '95 California spec (only) 300s used bank to bank firing with a mass air flow sensor and OBD-I.

I'll bet you could graft an in tank Walbro onto the end of a slant six pick-up tube... might even make an interesting tech article. However, if I upgrade the Dart's fuel system, there's a good chance the pump I want to use (an 80 gph Essex) won't fit through the sender opening.

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

Several years ago in the Dust'Ya (70? Duster) article in Mopar Muscle (I think), they showed a mid 90's Vette fuel pump grafted onto a stock Mopar fuel pickup.

I will try and find the artcile later today and post more info.

_________________
'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

I am more concerned about the fuel return line. Some people use an expansion tank plumbed after an in-line high pressure fuel pump and use the expansion tank as the spot for the return line. However, I would feel safer just plumbing the return line back to the gas tank like it is supposed to go.

I don't think the high pressure fuel pump has to go in the gas tank. The stock Ford system uses a low pressure in-tank pump combined with an in-line external high-presure pump.

In my mind the simplest solution would be drilling a hole in the stock fuel sending unit and brazing or bolting a nipple on for the fuel return line. But I haven't pulled a fuel sending unit in years so I don't know how much space there actually is.

Sorry, it was Hot Rod magazine, not Mopar Muscle.

Here is a link to the article with a picture.

_________________
'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

Interesting. Looks like he also brazed on a fuel return line through the sending unit. Cool.



Looks like it wouldn't be too hard to attach the in-tank pump either.

I've been seeing a lot of talk recently about a Corvette fuel filter as well. Seems it has a pressure regulator built in, with a return line. I guess the guys swapping 5.7's into their rides like them because you don't have to run both lines to the front of the car, just the output from the filter.

At least, that is what I understood was happening.

Not sure if you would use the filter and the pump above together, or if the filter is intended for a different pump.

Also, I am wondering about whether or not the above pump is in a baffled tank. I would want some kind of baffling to keep the pump from sucking air, but I don't know how you would do it.

_________________
'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

For some reason I have it in my head that F-body gas tanks were baffled, but I could be baffled (heh) myself and be wrong. Did A-bodies ever get a baffled fuel tank?

The single high pressure pump in the tank would be great for only running one pump, but how would that eliminate the need for a return line? The return line on the Ford setup is integral to the fuel rail.

Somewhere I think I have a couple late A-body fuel sending units stashed away. I need to dig them out now.

Looking at the fuel pump, would you want a 90 degree downturn on the intake to the pump so you could suck the last few inches of gas out when necessary?

I just plain drilled a hole through the side of the tank and stuck a bulkhead fitting on it, with a gasket. Instant return!

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

Pictures and explanation of the "bulkhead fitting" please?

Just one of these. A fitting to let a hose flow through a panel, with the ability to seal against the panel.



The white gasket seals it to the side of the tank.

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

But how'd you get into the tank to hold the inside of the bulkhead fitting while you tightened it? Or am I misunderstanding how this gets installed?

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

I can see being able to hold the inner part of the bulkhead fitting if it were next to the sending unit opening.

_________________
Joshua

It's on the front of the tank. I took the fuel sending unit out and was able to reach a wrench in through the opening to tighten it down.

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