Has anyone ever used this fuel injection conversion on a 302? How did it go? How were the results? Here's a link to info about the kit: http://edelbrock.com/automotive/mpfi_sbford.html
I have a bit of experience with using it on a small Chevrolet. It's pretty user friendly as long as you aren't using any aftermarket ignition. It's a very complete system, coming with everything you need. If you get it make damned sure you ground it really well. In fact make sure every electrical connection is infallable and you can't go wrong.
I had a friend here that used that on his Maverick way back when it first came out. He never did get it working right and finally gave up. And yes, he was on the phone with Edelbrocks tech line a lot. He put the 4 bbl back on.
Rafa, I think a speed density type engine management system like this is very compatible with a vortech unit, but I'm sure certain provisions would have to be made. I'd drop Edelbrock a line about it via their website to see.
Big Al, Haven't seen you in a while... Edit-oops! read how old this post is. By the way, what has happened to Big Al? Anyone heard from him lately?
Super charging with fuel injection has the requirement of increasing the fuel injection amounts versus boost to satisfy the total power the blower boost demands. There are two ways to accomplish this on Ford fuel injection. One is by using a fuel management unit (FMU) that rasises the fuel pressure to force the injection to meter more fuel with the same injector pulse widths. Or installing a large volume high pressure pump, larger injectors and making software changes to the ECU control program that will add extra fuel by larger pulse widths at the regular operating fuel pressure. If the boost pressure are much higher than about 8, larger injectors and fuel pump are required on both types of systems. It takes plannig for the system used and how this will be accomplished. On my car, I run a Kenne Bell on Speed Density with an FMU and does very well from starting to overall drivability. Since SD is Map load sensing, the system has a special boost sensing switch to keep positive boost pressure away from the Map that does not work with anything but vacuum. Mass Air does not need this provision since load is sensed by the air meter and is not vacuum sensitive. There's always more to these things than first thoughts would seem to dictate. It's engineering the total system to satisfy all functions.
Bluegrass...well said. It is not just a bolt-on-and-go deal, especially if you are planning on super/turbo charging. Supercharging is a little easier to deal with as airflow increase is basically linear with RPM. Turbos can go from vacuum to full boost in less than a second...and at the same RPM, so the injection needs to be up to par in order to keep up. It ain't exactly easy...but by the same token, it ain't hard either. Just requires a LOT of thought and tuning. I wish I had the funds....looking at a '62 Falcon....would be neat with a turbo 302. I have been researching and thinking....and I think I know how to do a blow-through carb now....I have done it before (on a Maverick nonetheless) with mixed results so I know the basics, and I also know where I could improve.
Technically sound as usual. I feel anybody can do this but if you feel you can't hire somebody who can. I have swapped mostly ford stuff and it is pretty easy after you sort it all out. I did my first 5.0l inj swap to a buddies 78 king cobra stang with a tremec. I made a few basic mis wires but got it all sorted out a few days later. That was 12 years ago at the tender age of 19. Done 3 since. Just getting the fuel mapped out for the supercharger/boost is the most important thing. With todays tuners not really a problem IMO....
I'm not dead yet! Hey, I'm still alive and kickin'! Just Maverick-less at this point. Hoping to change that in the near future though.
