“ … Not sure about problems with the Holley kit, but think about it this way. Once you go with a specific company’s "kit” that will change/limit what your future options are for the motor. Converting to a Ford EFI rig effectively turns your motor into a "89-93 4.6-4.7", with all or at least most of the possible add-ons and options. Plus there’s lots more experience / advice floating around for the stock system. “
“The other way is to convert it using all Ford parts from a 5.0 liter. You'll need the intake, injectors, throttle body, distributor, computer and wiring. Some of these you can buy used, some you should get new, so that will affect pricing.”
“The absolute cheapest way is a junkyard stock Ford EFI from a Mustang, they are everywhere. The easiest way is the Holley (Sniper or) Pro-Injection and you can get that for about ($800 -) 1200.00 bucks, I have used it and it works great (I have an older Pro-Injection 2 for sale for 300 bucks) for the price difference the Edelbrock will not perform much better than the Pro-Injection if at all, you are talking at most 10HP and the Pro-Injection on a dual plane manifold will give better low end.”
“I converted to an 88 Ford EFI system (speed density) and was very pleased with drivability, cold starts etc. My setup came out of a cop car and was low on power compared to my 289. I converted to Mass-air and currently have an intake, heads, throttle body, bigger mass-air meter and soon a cam and roller rockers. The 88 Crown Victorias are rated at less than 200 hp. My fuel economy went from 11-12 city / 17-18 hwy to 16-17 city and 22-23 hwy. I think it will do better with new oxygen sensors. I'd go with a mass-air setup (found on Mustangs) with the upper intake flipped like a Crown Victoria, this is essentially what I have now. By rotating the upper intake the throttle cable is very simple to route and hook up.”
“Check out Mustang Plus's main web site. They did the exact thing you are thinking of. They show some good pics but leave a lot of info out. Read up first, the process is the same for a 302 or 289.“
“My 289 had performer cam, hooker comp headers, dual plane intake, Pertronix ignition, and Edelbrock 600 carb. I dropped the stock Crown Victoria motor in with a new oil pump, new paint and the old headers. I think the reason it felt down on power is the restrictive 49mm throttle body and grannie cam.”
“Having experience with both systems, I wouldn't recommend the Holley Pro-Injection to anyone. The Ford system can seem a little intimidating, but is far superior.”
“I don't know that I'd even try to upgrade a 289 to late-model EFI. For less trouble (and money probably) you could do a TBI setup from Holley or someone else (I think there's at least 1 other on the market) or even a multi-point aftermarket set up made for conversions of carbureted engines. Easier yet would be to snatch an entire EFI engine/harness/computer from a late model Ford product and put it in your car. Lord knows that's been done enough times to make it pretty foolproof. I'd leave the trailblazing to somebody else.”
“I am in process of putting the Ford fuel injection from a late model Mustang on my 68 302. There are several issues that you need to consider:
- First the HO 5.0 does have the 351 firing order.
- You can use a 351 cam in a 302 if you want to go that route.
- You can also use a computer out of a non HO T-bird or truck/Bronco.
- The other big issue is the distributor gear issue.
- HO motors use a steel distributor gear, non HO motors us an iron one.
- The steel distributor gear will eat up an iron gear camshaft gear.
- I am using an 84 EFI distributor out of a non-roller cam truck to deal with that issue.
- If you use a stock computer wiring harness, order a wiring diagram from HELMS. They are the best, but you will still have to modify and trace some wires.
- You also have to route a return fuel line for the system and use high pressure line on the pump side with a high pressure pump such as a Bosch.
The first thing to do is a lot of research. I have gathered all the pieces I need short of a few from eBay or the Corral classifieds for about 200.00.
I still have to buy that high pressure fuel pump though, and it is a bit expensive.
Just do a search on the net with "classic Mustang fuel injection conversion" and you will find a lot of info.”
“There is a lot of misinformation out there with regards to doing this. I have done precisely what you have suggested in a 302 in my 1970.
- Don't worry about the firing order. Some have suggested rewiring the injectors to match the 289 firing order, but you will have much better running engine if you just leave it alone.
- Ideally you would want to use the 351 firing order to keep the sequential nature of the Mustang HO EFI - However things run just fine without. I have tried it both ways. I now run a recalibration which changes my firing order to match the cam, but this is really unnecessary.
- Like another poster mentioned, you will need a cast iron distributor gear unless you have converted to a roller cam. You can buy just the gear from Ford, or get a distributor from a late eighties truck for instance.
The conversion for me was basically a bolt on. I would not go back to carburetion.”
“Look at all the companies that make performance parts for the Ford factory EFI systems and then how many make parts for the Pro-Injections systems. FYI the Holley Pro-Injection systems use late 80's Chevy Caprice and half ton truck parts with a Holley computer. If you're dead set on throttle body injection pull the parts from an 89 Caprice donor. After all our experience with the Holley Pro-Injection stuff we just wanted the truck to run again without more hassles.”
“Bottom line, you will be much happier with the drivability, cold starting, responsiveness, power potential and fuel economy with the Ford factory system, that's why it's so much more common than the Holley systems.”
“… so am I getting this right? In simple terms, the fuel injection manifold from a 90s 5.0 will fit right onto a carbureted 289 block, and make the 289 fuel injected? Please help me figure this out I’ve been trying like mad to find an affordable fuel injection solution for my 67 coupe.”
"The key is a modified single plane carbureted intake of your choice for fuel injectors and a GM style mass-air meter which sits on top of the throttle body. The mass-air meter ends up being inside the air cleaner housing and fully concealed. The meter comes calibrated to the injector size you plan to run and then a converter box is supplied to transmit the proper voltage signal for the Ford computer. As a result the system is deemed plug and play, requiring no tuning to get up and running. Even more impressive is that Mass-Flo is now able to fuel-inject virtually any Ford engine"
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"... while this project was performed on a wheezy, smog-era Corvette, the basics apply not only apply to any old GM vehicle but also to just about anything equipped with a carburetor."
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"The basic idea is to take the entire fuel injection setup - intake manifold and all - from a 1989-1992 Mustang 5.0 and drop it onto an earlier Ford 302 (or similarly compatible) engine. The 1989-1992 engines offer all of the desirable pieces for this swap, though various parts can come from earlier and later vehicles, these years are what contain the "complete" system you want to use. It's a mass-airflow style system and is readily adaptable for various swap situations."
