Something to think about if you don't want to spend the money on an extruded al one... http://www.sdsefi.com/techrail.htm

Or this, http://www.atpturbo.com/Merchant2/m...m/Merchant2/merchant.mvc?Screen=PROD&Product_Code=ATP-FUL-010&Category_Code=FUL

 

We've converted aluminum 4V intakes for standard injectors..but no cast iron ones. In the case of the 351m/400 intakes, we use a single-plane aluminum intake and install the injector bungs so that a dirt-cheap JY stock 5.0 or 5.8 fuel rail will fit. But there are aftermarket rail kits galor that allow you to avoid the 'funny angles' on the Windsor rails and install the bungs at other angles and spacing (the bore, and hence, intake runner spacing, on the 460 won't allow you to use the 5.0/5.8 fuel rails anyway.)

The only way I could see converting a cast iron intake would be to use a threaded bung..which means that the added cost of the additional machining steps (in the aluminum intakes, you simply buy the bungs from Holley or Tull, mill the holes in the intake and weld in the bungs) would easily exceed the Ebay cost of a used single-plane aluminum intake to serve as yr EFI foundation instead.

 

Thanks for the above links, pretty good info.

As for the stock manifold, I planned to ditch it for aluminum if I convert to fuel injection. I am pretty sure most aftermarkets manifolds have a flat stop machined for the injector boss already. At least most of the ones I have seen have ahd it.

bmc69, do you have a link to anybody that sells the bungs? I am going to try google in a moment, but if you have a link to a place with good prices, it would be appreciated. As for fuel rails, I am kind of thinking of hacking up some stock rails. It probably wouldnt be very hard to extend 5.0 rails useing b.l. tubeing...

Thanks for the replys so far.

Jason

 

Edelbrock sells bungs and rails, but I think they'd be the high cost option. There are a lot of FI installers out there that sell parts. You can probably even get "generic" pieces from Summit or Jeg's.

 

Thanks for the above links, pretty good info.

As for the stock manifold, I planned to ditch it for aluminum if I convert to fuel injection. I am pretty sure most aftermarkets manifolds have a flat stop machined for the injector boss already. At least most of the ones I have seen have ahd it.

bmc69, do you have a link to anybody that sells the bungs? I am going to try google in a moment, but if you have a link to a place with good prices, it would be appreciated. As for fuel rails, I am kind of thinking of hacking up some stock rails. It probably wouldnt be very hard to extend 5.0 rails useing b.l. tubeing...

Thanks for the replys so far.

Jason

Anyone that sells Holley parts sells their universal injector bungs. However..they are way overpriced (and come in packs of 5.. WTF is up with that???)and we now make our own that are similar, but without the little useless lip around the top that makes Tig welding them in the manny more difficult than it need be. Tull's are more like the ones we make..but I do not have a good link for them..they are in San Antonio, Tx..I do know that much.

 

I found something very interesting yesterday wile f-ing around in the shop. My old 460 injectors fit perfectly in the inside of a 1/2 compression fitting w/o the compression sleeve. I am thinking I may try this out with npt->compression fittings, drill and tap the factory intake and see how it works. I am not really out much if it doesn't work. What do you guys think for throttle body? Maybe the stock holley off a jeep 5.9? I am just not sure if it will be big enough, I suspect it would be border line.

 

I found something very interesting yesterday wile f-ing around in the shop. My old 460 injectors fit perfectly in the inside of a 1/2 compression fitting w/o the compression sleeve. I am thinking I may try this out with npt->compression fittings, drill and tap the factory intake and see how it works. I am not really out much if it doesn't work. What do you guys think for throttle body? Maybe the stock holley off a jeep 5.9? I am just not sure if it will be big enough, I suspect it would be border line.

Well that's too easy..great info. You should be able to tap the NPT threads deep enough to get those in and then dremel or die grind them flush inside the runner. The tip of the injector shoud be just short of flush with the runner wall. You might be OK with the 5.9 TB as a start...and what IAC are you using?..or is it integral to the Jeep TB? Jopes fabbed up a 90-degree elbow (gorgeous fab work as usual.. : ) and mounted the TB on that..but I would have to go research which one he used and I'm too lazy to do that. It's easier to just taunt him and he'll pop in with the info..:flipoff2:

 

Too easy... That is kind of what I am thinking as well. But it appears to be a perfect fit. The "hat" or shroud on the ford injector just bairly fits the ID and the o-ring crushes quite a bit. All in all it appears to be of a similar fit to the factory bungs on my later model intake. Time will tell if it is going to leak, but this is going to be a all winter project, so dont expect feedback on the fuel system from me for a while. Anyhow, the jeep TB has a integrated IAC. I am off to google to see if I can dig up the factory airflow for a 5.9 tb, and the stock 460 tb to see how they compare.

Later,
Jason

 

TB and injectors are the least of your worries...how are you planning on running them? Megasquirt?

 

either the factory 460 ecm or megasquirt. I am kind of leaning toward the factory stuff because I dont need the programability.

 

I would step up to Mass air system, either robbed from a 96 EFI 460 or run the 89-93 mustang 5.0 ECM with associated parts.

I am running a 90mm MAF from a 01 lightning and a 70mm throttle body from a 4.6 mod motor which was stuffed in a crown vic.

bmc machined my intake.

 

I assume the mustang ECM has aftermarket support? I cannot believe that the fuel curves for a 5.0 are close enough to that of a 460 to run well. Like I said above, I am just mostly currious right now, but I think I am going to go for it over the winter. I am just ammassing parts right now. Honestly, electronics and wiring are the absolute least of my worries. Finding specs on the factory TB has proved difficult, but I know the jeep one flows 625cfm and has several larger models available via aftermarket. Anyhow, what are you running for ECM, the cali 460 stuff, or the mustang ecm you suggest? It will be pretty difficult to find a mass air 460 around here to rob parts from. If I am not mistake, only cali and mass had the mass air, the rest of the US still got MAP.

Later,
Jason

 

head on over to corral.net for a while and see all the 5.0 support thats out there still.

the 5.0 ecm will fire the 460 dizzy with tfi on it.
the 5.0 ecm will work just fine with a preburned chip to your engine mods or grab a used tweecer r/t on ebay or from corral.net.

mine with just taking into consideration of pluggin in the injector size, displacement of the engine and loading up the file for the mass air sensor from the lightning it is running a tad rich right now. maybe this winter when I am bored I will go sit with the lap top and lean it out some. but I gotta tell ya, the tweecer has one hell of a learnin curve!

 

will do, thanks for the pointers

 

I assume the mustang ECM has aftermarket support? I cannot believe that the fuel curves for a 5.0 are close enough to that of a 460 to run well.

The fuel map is simply a table of injector 'on' pulse-width numbers. So you can take the fuel map/ECM from a 5.0 and make it run a 514 by compensating entirely with the injector size you use; sma epulse-width as 5.0 but fuel delivery for that pulse larger in proportion to injector size. In fact, making most all of your compensation for larger fuel flow requirements by changing injector size is the preferred way to go..you do NOT want to try and simply increase the pulse width only with a 'new' map because you will approach 90% duty-cycle (saturation) on the injectors very quickly. I usually run 'oversized' injectors (as did Jopes also) and keep the pusle-width values in the fuel map relatively small. You can also make 'fine' adjustments to go lean or rich by playing with your fuel pressure as well, once you have the injectors working reasonably with the map you have.

 

you can also richen / lean your mixture by cchanging your MAF values.

 

you can also richen / lean your mixture by cchanging your MAF values.

OK..I'll try that. Ddo I nneed a MAF ssensor for it to wwork though?:flipoff2:

Signed: Still SD injected