Well, I have some free time and thought I'd start a thread and maybe keep it going through completion of the swap on my F100. So far I would summarize the Edelbrock EFI Pro Flo 4 as a "nice small block Chevy system" delivered with a Ford intake and distributor. I don't have a lot of love for Edelbrock, but if it runs well, the pain will subside
And no, it's not running yet LOL
This is going on my 490 HP all iron 461 in the dyno section, in my 71 F100 short box 4x4. I am keeping the in cab tank, but modifying it for a full 3/8 feed and return. Originally it was 5/16 feed and no return. The system has full timing control, fan control, and sells as a bolt-on kit...but you'll see, so far it's not really that
Some info so far
1 - The Victor needs to be worked. At least port matched, have to add a bung for the coolant temp sensor, and add a PCV port if you don't want hoses coming from the front. Pushrod clearances are tight, but did not require any machining, nor did the mating surfaces on a 10.160 block with .053 head gasket and .010 cut heads.
2 - The throttle body looks very nice, but there are very limited places to put a throttle ball, and the arm is hardened. I got through it eventually with a combination of bits and stones, but they could have poked a couple extra holes
3 - The injector wiring harness is OK, and labelled nicely, but it is likely the only wiring harness that is sized correctly for a big block with a distributor in the front, and very difficult to make look pretty. I eventually ran it under the intake to hide it
4 - The distributor harness is unusable without modification, it is designed for a coil and distributor out back, a la Chevy, and is therefore dramatically too short. I am considering hiding a coil out back and making a 3-pin weatherpack extension for the distributor, as the parts have to be located back there to mate up with the injector harness.
5 - The ECM harness seems to be long enough to mount in the bed, when I get the other harnesses where I want them, I will determine what I need to do with that bundle of snakes
6 - The new distributor is pretty nice, clearly MSD, but comes with a melonized gear which means it would need to be changed with a hyd roller.
7 - The fuel system is a bit funky, of course it doesn't come with one, but it talks about being pulse width modulation-capable for pump pressure, but it isn't. It is also a dead-head system, which means one regulated line to one rail feeding, which then feeds the second rail capped by a plug, where I prefer to feed through the two rails and regulate the backside. The word on the street is that my way is overkill, and this is how the OEM does it, so I am going to give it a shot. It does make plumbing easier, but on a bigger HP machine, I'd likely feed it differently.
8 - It requires a fuel pump relay, which Edelbrock sells a plug in kit for 134.00
It doesn't come in the kit and as delivered can only handle a 10 amp pump (most are 20+) so I bought a Painless Wiring kit will adapt. By the way, it is also switched by ground not hot, so you need to have compatible relay. It's cheap enough at 40 bucks, but it would have been so much easier for Edelbrock to provide it. Sort of ridiculous
9 - All the fuel system is designed to come off the Chevy side (pass side) which will look neat when done as my drives side was getting crowded, but sort of burns my butt, again, Chevy kit with a Ford intake LOL
In the end, as I said, if it works well, I will forget the pain, but I have said to myself MANY times, converting to a med riser dual quad would have been cheaper and done by now
I expect with the modifications and required fuel parts, the 1500-1700 dollar EFI will end up around 2500-2800 when complete. At this point, I would likely not recommend it to a beginner, but if it runs really well, maybe I will grow to love it and recommend to someone who wants to swear a little
Doing this in between builds, so updates likely slow, but more to come!
