Does anyone have any real world experience with using stock MassAir fuel injection from the 88 to 93 mustang on a 331 stroker? I have a '66 mustang coupe, a '77 F150 supecab and I want to get a '62 to'64 Galaxie and Id like to use the 331 stroker in each of them eventually and run fuel injection and an aod in each one. My main goal for each is to have a reliable daily driver that gets optimal mileage. Id love the engine to make around 320 to 360 peak lb/ft of tourque. Ive swapped engines in the past but this will be my first venture into a fuel injection swap and my first experience with a stroker engine. With my basic understanding and experience with fuel injection I was sure the stock computer would need to be calibrated to be used with the increased displacement of the 331. Any advice on exact aftermarket upgrades (Intakes, cams,internal engine parts, etc.) will be appreciated. I ran across the Tweecer product on the net while I was looking for computer upgrades. Anyone have experience with this product? Wont be doing this swap for a few months yet but any good info is welcome.  

My daily driver uses a 347 with stock EEC-IV EFI...

The only thing we did was match the fuel injectors to the engine's demand, match the mass-air meter to the injector size, and then had a custom chip burned.

I have not used the TwEECer, but I hear it is a good product. Mind you, it gives you a lot of tunability and if you don't know what you are doing, well, then problems will surface...

I had the chip burned remotely and sent to me after faxing the mass-air spec sheet and cam specs. Car runs great. Tuning on a chassis dyno and burning the chip locally will often be the best bet for radical setups.

Remember, you are flowing more air than a 302 with a stroker, so don't think "302" think "331"... What I mean by this is, look at your head's flow, valve size, cam lift, duration, etc. and that it will work with your increased displacement. Too many people put base-302 upgrade heads and intake and an off the shelf cam into their stroker, and while it runs decent, you're leaving a lot of power on the table. Our 347 gained 90 horsepower going from stock Trick Flow Twisted Wedges, and an off the shelf cam to porting those heads, evening the runners in the Holley SysteMax intake, and grinding up a custom Lunati stick for it. That's almost a 100 ponies in some porting, air flow management, and a cam that can use all of the displacement and air flow we had.

Take a look at the harnesses made by Scott Drake, Ford Racing, and Mass-Flo EFI. They are nice, stripped down versions of the stock Mustang harness and are very easy to install. Hook up six wires, and you're off to the races.

This is the same harness we used to EFI our Cobra project (via Mass-Flo)...

HTH...
Mark  

Thanks Mark. Ill be collecting more info on the right intake, cam, injectors etc. And looking for a machine shop capable of quality custom work. I was going to use the stock harness in the name of saving a few bucks but I may pop for the aftermarket setup to have a cleaner looking install and wiring thats not 15 plus years old.

Have heard a few people say chip burning gets expensive quick but they were racers and always swapping cams, heads or intakes. Id like to nail the daily driver setup the first time (but then dont we all) so a custom tune chip would be fine with me. I did read that the TwEECerRT is not for the those not willing to undertake a big learning curve. Ill probly use it on one of the vehicles and learn the ins and outs of tuning. Dont expect to nail that one the first time.

Just wondering, how many miles do you have on your setup and what kind of average milage do you get?

Good luck with the new magazine.  

Hey Resto...

You posted right after I left the office (we had a half day but I stayed until 3pm to finish some work) and I've been working at home all afternoon painting the house. Fun job.. NOT!

Anyway, my 347 has roughly 60K miles on it and runs fine. It's an early kit, where they used an offset ground stock Ford crank and the oil rings intersect the cross pin, so I do burn some oil at highway speeds/rpm. New kits, with stroker designed cranks and better pistons don't have this problem (we built the engine back in '98)...

Anyway, with my Lentech AOD (non-lockup) I get between 17-18 miles to the gallon with no special driving. This is with 3.73 gears too...

If I had kept the lockup in the converter (built it when gas was MUCH cheaper) I would expect to be getting 20-21 mpg from those I've talked to with similar combos...

HTH and thanks for the wishes on the book. I think in a couple of issues things will settle down and we'll be into a nice groove...

Have a safe 4th!
Mark  

The learning curve for a tweecer is nowhere near as bad as they say.  Check out the forums at www.eectuning.org for a lot of help. Go to eecanalyzer.net to download binary editor and eecanalyzer for free to play around with and see what you think.  Calcon/caledit are both garbage and you really don't want to use them.  The problem with matched injectors and mass air is it throws off the load tables, and you'll have a problem starting with 42lb injectors and up.