I was talking to my mechanic and if I changed out my modded 302 in my 69 I'd want to get an 03-04 Mach 1 4v 4.6L engine and have it stroked to a 5.0. Reason for the Mach 1 is it is an aluminum block. Then I'd have a lighter front end and fuel injection.

Since my car needs so much work in other areas first...that's just on my long-term dream list.

 

If you want EFI, this looks like a better and much cheeper way to go: Check out the "throttle body" systems.

http://www.affordable-fuel-injection.com

 

Did you look in the FAQs?

 

Ok. DUMB question. I mostly know the basics of a classic engine. However, If you change your classic engine to a newer engine with an EFI, All of the links and info I have seen in this section, I really do not know what the purpose of these new devices are for. Unless this is all for emission stuff.

Anyways, I guess I need to go to a junk yard, and find all these stuff, and get a book on how to connect it.

I have a full intact 89 EFI engine on the way, As far as I know, (The basics of what I know, from what I have asked eariler, is that I need a 50oz 157 teeth flywheel for this motor set in my 65 mustang. Now, as for the other stuff that is involved. The radiator connections and the installation of the computer with its own engine wire harness.
And with that the computer, I need all the newer oxygen sensor and air sensor, electric fuel pump, etc, for the computer to tell the EFI how much gas to place into the engine to get the best results. (This is me guessing how this newer engine works).

I just want to make sure I understand what I am getting and installing before I do this project.
thanks!

 

There are really two sources that will get you really understanding this swap. First, go to the Fordfuelinjection website and read every page. That will explain what all the sensors do, how the computer uses the sensors to monitor the air, temp, barometric pressure, exhaust and make adjustments, how the fuel injector system works, etc. Second, order the book "Ford Fuel Injection & Electronic Engine Control" by Charles Probst. This book will cover the same info but will help you troubleshoot the system once you're assembled.

Also, and this is personal opinion/experience..... to fully understand it, you must understand the wiring intimately. I took a factory harness, sat down with the schematic, disassembled the harness, inspected and traced every single circuit, took out all the nonessentials, and relayed out to fit my car configuration. When I was done, all the mystery had disappeared.

 

That's one thing I'm not looking forward to on my 4.6 swap. I pulled 90lbs of wiring from the Mark VIII. I bet its gonna be a real good time fighting with that mess. I thought the fabrication part was fun but I imagine I'll have a completely different view toward the wiring.

 

Can I ask, I did start to read about the EFI and how the system does work. How far do we convert the classic so the efi works. I did see the one link with the 302 which removed there carb, left the block in place and added the efi to it. Is that the approch to take, or do I need to follow the EFI Basics links, with the sump and the dual fuel pumps etc. (I will keep reading and learning) Just curious what methods to take as you do retrofit it to work within the classic.

Thanks again

 

The sump and dual fuel pumps wouldn't be necessary but you would need a new pump for fuel injection since it requires more pressure.

 

Regardless if you're installing a complete motor or retrofitting an original, you still need to have a fuel system capable of providing the 30+lbs of fuel pressure and it must have a return line.

There are several options on how to create the fuel system. Some people want to mimic the original Fox fuel system and modify tanks to install an in-tank high pressure pump. This requires only one pump, and had a small baffling tray inside to keep from sucking air. Downside - this modification to exiting tanks, or buying new tanks, is expensive.

Another option is to just run one high pressure pump out of the original tank port. This is simple and requires a typical E2000 rotary inline high pressure pump. Pro: easy, Con: succeptable to fuel starvation if the fuel sloshes away from the pickup tube and allows the system to suck air.

The third most common system is a two pump and reserve tank system. In this setup, a small low pressure pump is used to feed a holding tank. The high pressure pump then draws from this tank to feed the motor. Pro: cheaper than an in-tank setup and no concerns over fuel starvation. Con: more complicated.

In all cases, you will have to run a line from the engine back to the tank for the return line.