Intake conversion to port fuel injection

[Urgefor]

Broke out Jay's "The Great FE Intake Comparo" to get an idea of a good candidate for an intake to have injector ports added.  After my review, I think for my application (390 stroker) the Blue Thunder 2x4 or the Edelbrock Performer RPM Dual-Quad Air-Gap 2x4 (such a long name) are good candidates.  I'm leaning towards the Blue Thunder.  I saw Trick Flow has a tunnel wedge intake, but that is too new to have been part of Jay's testing. I like the possibility of having injectors on the under side of the tunnel wedge's runners, but..
1. No idea if injectors there would be a good or bad idea
2. No idea how that intake would perform on a 390 stroker

Any thoughts or input would be appreciated.

[GerryP]

If you sincerely mean "any thoughts", then this Edelbrock Victor EFI intake is what you should be using: https://www.edelbrock.com/victor-ford-fe-efi-intake-manifold-29365.html

[jayb]

One issue may be actually getting that Blue Thunder intake, they come in and out of availability.  If you are looking at buying one, make sure that they are in stock at the time you plunk down the money.

Another issue is that the Edelbrock manifold may have the carb pads spaced too close together for the throttle bodies.  Edelbrock carbs will fit on that manifold, but Holley carbs won't, and since most of the throttle bodies out there are patterned after Holley carbs, this could potentially be a clearance issue.

If you are for sure going 2X4, set it up so that only one throttle body has the TPS sensor, and that both of them operate synchronously; I think trying to make the linkage progressive could introduce problems.

I assume you are going 2X4 for the looks, because a single 4 intake will be much easier to deal with, and that Edelbrock setup that Gerry suggests is a really good package.  If so, figure on the machining and welding to get the injector bungs installed in the intake, plus custom fuel rails, and some way to attach the fuel rails securely to the intake. 

As far as putting the injectors under the runners, nothing wrong with that except for the potential clearance issues under the intake.

Hope that helps - Jay

[Joe-JDC]

Just a word of caution on the Trick Flow TW intake.  I have flowed and ported several of these, and though they look great, there is a slight problem with balance between the ports.  The front ports are down quite a bit from the straight ports, and it takes some work to even them out in flow.  Not easy without a flow bench to double check the work.  They flow more than adequate for most applications, but for an all out engine, they do need some tweaking to balance the port flow.  The Ford TW does not have this issue.  The Edelbrock 8V Ram Air Gap intake has the #8 port that needs a lot of work to match the other ports.  It flows good numbers with minor work if you have the 6" long carbides or mandrels for cartridge rolls.  I would llke to see a comparison between the BT 8V, TF TW, and Edel RPM AG after they have been worked over and flow balanced.  I ported a RPM AG for a forum member back when they first came out, and he broke his transmission case from the torque his engine made after the install.  Joe-JDC

[Urgefor]

If you sincerely mean "any thoughts", then this Edelbrock Victor EFI intake is what you should be using: https://www.edelbrock.com/victor-ford-fe-efi-intake-manifold-29365.html

I assume you are going 2X4 for the looks, because a single 4 intake will be much easier to deal with, and that Edelbrock setup that Gerry suggests is a really good package.

I do mean "any thoughts" because if I already knew everything, I'd have no need to ask. I'd love to hear more about the virtues of the Victor.  I'm not really concerned with looks, mostly after a setup that will produce good results when converting to port injection and my current basis for comparison is Jay's book.  With that being said, I did overlook the BT Weber results since I was assuming availability of a 2x4 intake would be better and that doesn't seem to be the case. I am intrigued by using a Weber style intake and I do understand that using one of that style will introduce challenges beyond simply adding bungs for injectors. What I've gathered so far is the Victor intake would be the easiest to deal with.  What I don't know is how the Victor stacks up against the 2x4 and Weber manifolds on an engine that will run 5.8 to 6.5k max rpm.  I'm fine with putting in some extra effort to modify an intake to work with port injection if the end result is worth it.

[My427stang]

I run Victor EFI intakes on my two toys. The victor EFI is a good piece.  It needs porting as delivered, both for balance and flow, and I like to add a second water bung for the coolant temp sensor.

I made 490 HP on a very mild 462, 15 inches idle vacuum, 5000 RPM peak, hyd flat tappet 230/236@.050 on 112 separation. 9.5:1 compression, and light switch response for my 4x4.  It runs a 3.50 gear and 32 inch tires, but pulls hard and good on the highway

My Mustang hasn't been dyno'd but makes quite a bit more than that, both are daily driver trouble free and run very strong. The Mustang will run 1500-1800 rpm for hours in 5th gear or bump 6500 at will.

On a port matched carb version we made 633 HP from 422 cid at 6200 rpm, and 13 inches of vacuum at idle, all it had done was a little port matching

I'd have the Victor intake ported, run a set of good heads like TFS, cam it correctly, compression to match.  It'll be a monster that will drive anywhere

[Urgefor]

Thanks for that info Ross.  Out of curiosity, of the engines that did get tested on a dyno, how did the torque #s look throughout the range? 

I worded that poorly.  If you happen to know, I am curious how the torque curve looked throughout the rpm range. e.g., strong at low, middle or high.

[My427stang]

Ported iron truck heads, 9.8:1 compression

[My427stang]

This one is a completely different animal, vacuum rule engine, peaked at 6200, TFS heads. Big cam, wide centers, only 433 cid

[Urgefor]

Thanks again Ross.  I agree wholeheartedly with everyone's assessment of the Victor EFI after seeing that. Definitely a good intake that will make conversion to port injection much simpler.

[Tunnelwedge]

Here is an interesting Tunnel Wedge with port injection.

https://www.motortrend.com/how-to/art-science-building-wicked-beautiful-ford-fe/

[Urgefor]

Only took 30 hours to produce the final product for that intake.

[Tunnelwedge]

Only took 30 hours to produce the final product for that intake.

Not sure if he is bragging or complaining.
I've machined the bungs and rails for an FE intake. Ricks 390 efi creation. Manual mill.
Took Rick and I an afternoon.
edit: I think it was a Med Riser. It looks really kool. I have not seen it for a while and his 390
was sporting two Holley's at the Nationals.

[Urgefor]

I'd have the Victor intake ported, run a set of good heads like TFS, cam it correctly, compression to match.  It'll be a monster that will drive anywhere

After reading though various other posts on the forum, out of the box TFS heads sound like they will be more than adequate for an OE block.  That leaves porting of the Victor intake and raises a question similar to this post.  I'm open to suggestions on who to contact regarding porting of the intake.

[Mr Woodys Garage]

There Are Several Guys Who Can Port The Victor EFI Intakes To Match The TFS Heads. Personally, I Took Mine To Scott Foxwell, In Greenville Tennessee. If You Are Buying It From Summit, Just Have Them Send It Directly To Him To Save On Shipping Charges. I Also Had Him Add 2 Additional Coolant Temp Ports To It, And, It May Be A Good Idea To Have Him Add One For Manifold Vacuum As Well. TFS Sells Nice Fittings To Use, Which Gives The Factory Look. I Personally Drove From Central Iowa To Scotts Place To Pick Up The Finished Product, And Was 110% Happy And Satisfied With His Work. Remember, You Get What You Pay For, In My Case, It Was Money Well Spent.