It's been a while since I've been to the Slant forum, but the EFI section is where I usually go.

Reed -
I saw you were talking aobut mating the Ford dizzy parts and Slant dizzy parts. Visit this thread, a few of us came up with some good ideas on blending distributor parts.

http://board.moparts.org/ubbthreads/sho ... t=all&vc=1

I am running MS&S Extra, and Ford EDIS, and got rid of my dizzy. Menko has driven it around, and it works well.

http://www.youtube.com/user/bubba15134# ... gB52BBaRfg

Greg

Greg, That's pretty darn cool. Can you take a still photo or two of the mount of the wheel please?

Thanks, Sam

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sure.

Might be a day or so.

Did the wheel come from DIY?

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Furyfan- thanks for the link. I scanned the page but will go back and read it more in depth.

My current thoughts are to abandon the distributor control of the EFI all together and go with a hall sensor mounted on the front of the crank. However, I do know that the Ford MAF injection system I want to try uses the hall sensor in the distributor to trigger both the fuel injection and the ignition. However, the base timing for the EFI motors is 10 BTDC, and changing the ignition timing would also change the injection timing since the hall sensor would also be advanced. I don't know if that would affect how the motor performed if the ignition timing was separated from the injection control.

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Casually looking for a Clifford hyperpak intake for cheap.

If you’re wanting to split the fuel vs ign timing, I believe you could still do that in a distributor via re-clocking of the trigger wheel. The trigger wheel tells the ECU ‘where everything is at’ based on the fixed wheel/rotor/cap relationship in Ford’s dizzy design. However, the ign charge still runs old-school via the rotor and cap to the sparkplugs, so if the wheel is oriented a little differently the relationship changes.

Now – the ECU is watching over everything, but it won’t specifically know the wheel has been re-clocked (and would never suspect it!), unless O2 sensor readings got outta whack. Even then, it’ll make adjustments to pulsewidth for the correct AF. But regardless, if you re-clock the wheel for the best engine response, that should be in line with what the ECU would be wanting anyway.

In that Moparts thread I mentioned using a shaft collar for locating the wheel, and that would make for an adjustable method if you wanted to experiment. After you’re satisfied, Locktite is probably a wise decision. Some shaft collars grip better than others – use a split-style (gives 360° grip) and not the ‘screw tightens into the shaft’ type.

EDIT:
Overall, though, this only changes the initial reference of ign timing (which EEC considers to be 10° BTDC) vs fuel timing. After the engine is running, the ign timing is controlled and varied based on maps. You would need to find info on the EEC strategies to see how that all works.

http://www.veryuseful.com/mustang/tech/ ... rWorkings/

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interests include EFI, Megasquirt, turbos and C-bodies (in no particular order!)

Which are we talking about? I thought we are talking about EDIS not TFI as Powell is talking about.

TFI is flawed distributor system and suspended by EDIS which is distributorless system that reads off the crank via 36-1 trigger wheel with a VR sensor from 1990 thru 1995.

Cheers, Wizard

I think I got the wheel off Ebay.