For some time now I have been thinking the easy and cheap way into EFI for my Feather is the EEC IV 3.8 Ford six setup from the late 80s/early 90s.

These things are mass air, sequential port, even fire, came in just about every model Ford produced, and are dirt cheap to find currently. Not at all unusual to find a Taurus with a dead automatic transmission and an owner practically begging you take it away.

Because they are mass air metered, the Ford motor should be close enough in displacement to a 225 slant to allow the use of nearly all the components (mass air, throttle body, injectors, wiring, sensors, ECM, etc.) after a manifold is build or adapted, and a fuel rail is made.
I've noticed in particular the early 90s Taurus (probably many others) use a small diameter distributor that could be adapted to a slant, or with the addition of a crank trigger, the later DIS (coil on plug) ignitioned ones might be even more simple to adapt.

If the Australian blower manifold does become available, use of the M90 Eaton blower and complete FI setup off the T-bird Super Coupe would become relatively simple and make for a REALLY responsive slant.

Interesting idea on the EEC-IV adaptation. It looks like the 4.9L (300 cubic inch) inline-6 got a MAF system for its final year of 1996 in trucks, though I'm having trouble confirming that. I did find this detailed page on Ford engine management systems.

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

The ford 300 six was injected for more than its final year of production. Late 80s to mid 90s Ford trucks and vans had the injected six as an option. Adapting a Ford distributor to a slant would be far more work than just adapting the guts of the Ford distributor to the guts of a slant distributor.

While the MAF was only the last year, it is actually pretty easy to just order up a MAF computer and rewire the MAP harness to work with the MAF computer. Of course, you need to add a few sensors such as a knock sensor if you are going to use this system on a slant.

_________________
Casually looking for a Clifford hyperpak intake for cheap.

Your best bet would be to use a 96 and up OBDII Ford PCM. You can purchase software that allows you to datalog and change just about anything you would want in the calibration. If I had long range plans for my slant, this is what I would do. Don't expect to adapt another car's control system unchanged without running into major problems.

Mitch

From personal experience with a '92 3.0L V6 EECIV system, let me comment that the grounds are *very* important. Any weakness one of the stock 5 ground points can cause really weird intermittent problems. Overall, I think it is an exceptionally well engineered system, but I've little idea on how to reprogram one.

The guys at Mass-Flo have made a pretty big business of packaging EEC-IV conversions for a lot of cars. While I have to question some of their claims that it doesn't need any tuning (unless they've tested an engine combo that's almost identical and made a chip for it), it shows such a thing is doable at least.

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

There are a few ways to reprogram the eeciv, I guess the best known way is called tweecer, or something like that

Yep, the TwEECer (pronounced tweaker). It's a pretty slick setup; lets you change injector flow rates, ignition advance curves, sensor input parameters, and depending on what model you buy, I believe it supports data logging as well. I know a guy who's running one on an EFI 302 in a highly modified 1989 Ford Country Squire station wagon (incidentally, he autocrosses the thing and does quite well at it). There's a forum that supports it here.

EECIVs are very limited in what you can datalog. This will limit what you need to know when trying to tune your setup.

Mitch