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Author
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Topic: Fuelie conversions?
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Greenstang
Gearhead Posts: 908
From: its all a fog..
Registered: May 2001
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posted 11-15-2001 12:05 AM
   
Anyone done a late model efi conversion? Wanna hit the major sticky points?
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Marcus��BR> the competition is where the thrill is and that pride you get. It's an ego stroke �� to make no mistake."
-Mark Martin
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mellowyellow
Gearhead Posts: 5739
From: So. Fl.
Registered: Aug 2000
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posted 11-15-2001 07:17 AM
If I ever get it together. I am using a 92 mass air setup. Right now, this is where I'd like to hear opinions:1. Hearing horror stories on this site, locally, etc., am getting closer to saying forget it to AOD and go with a good '70 c-4. For the kind of driving that I do, about 4-5000 per annum, mostly on city streets, can't see the advantages of AOD's with their "tendencies"! Expensive repairs! An entry Lentech is 3,000 No way!! Five speeds are out for me owing to a problem with leg. It would be a good way to go, though. The jury is out on the belt set up. All the "show boys" here scoff at the idea of going with original belt set up and I can see plenty of advantages in doing it-mainly cost of parts. I can keep my original ac intact and orig. PS pump and hoses. I have an article from Mustangs Plus and they did use all the original belts, etc, and I saw another article about doing it in a Ranchero or Fairlane at Windsor-Fox. I didn't even get a strong answer about NOT going serpintine from the good folks at W-F. I to, have a 68 with C-4 originally. A guy in Northern Ca, Ron Morris, who converts harnesses, says basically the same thing.
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Greenstang
Gearhead Posts: 908
From: its all a fog..
Registered: May 2001
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posted 11-15-2001 07:47 PM
I am sticking with my c-4, and a relatively sotck 302. Wiring is pretty far fro mmy favorite task, that and the fuel pump/return line/inertia switch hookup.
V-belts vs serpentine is another thing I ahven't even thought of, along with making the motor run proerly sans cats and smog pump...
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Marcus��BR> the competition is where the thrill is and that pride you get. It's an ego stroke �� to make no mistake."
-Mark Martin
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franklin
Gearhead Posts: 128
From: VA
Registered: Nov 2000
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posted 11-15-2001 08:21 PM
If you have an early pulley set-up, the lower pulley has three holes and the late model engine has four. So this would mean you would have to find a different lower pulley right? Plus change the late serpentine water pump to a regular rotation v-belt pump.
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67vert
Journeyman Posts: 3
From: Ontario, CANADA
Registered: Oct 2001
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posted 11-15-2001 09:07 PM
I have re-wired an 89 5.0 harness to fit my 67 Mustang convertible. I documented what I did along the way and have produced a 21pg write-up complete with diagrams. I sent it to a couple of people and they think I should sell it...so here goes. Anyone interested? Going [email protected]
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mellowyellow
Gearhead Posts: 5739
From: So. Fl.
Registered: Aug 2000
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posted 11-15-2001 10:47 PM
The pulley problem is solved. I am currently running the 5.0 ho in a 65 and it has early timing cover and a damper from total performance that allow s the use of a 3 bolt pulley. Also, I believe that there is now a 3/4 bolt combo pulley. That engine is coming out and a stocker put in it's place. It then goes into my 68 after the B303 cam is changed to an E303. My only concern with the early bolt system is whether the early power steering pump will be in the way. I don't think that it will. 67 vert: I've got to get off line but will check your site in AM Pete
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mellowyellow
Gearhead Posts: 5739
From: So. Fl.
Registered: Aug 2000
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posted 11-16-2001 08:11 AM
Marcus: -They show the inertia switch hook up in trunk of 68. According to a tech I talked to yesterday, a fuel pump bracket can be found on a later PU that has an external pump in rear. He thinks that could be used. The same tech and I discussd lines. WIndsor-Fox uses a composition line that can be purchased at Napa. W-Fox used that and covered them with rubber hose using holdowns similar to thinwall brackets. It's easier on a coupe but a cv has the lower pans which may cause a little problem. They ran the lines right through the right torque box, along rail and into engine bay on pass side. I can send you the article. Also, the return can be routed right into sender housing or into the tank drain. I'm thinking or adding a subframe connector from lower pan to rear t-box and routing lines through that, seat pan, and then to the front. I'm concerned about protection for lines. Pete
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