cliffhaas

Hey Cliff, What distributor/ignition are you running, and how are you controlling/changing the ignition curves? MSD streetfire ignition and a large cap MSD Distributor. Timing is set through the MSD Atomic EFI ECU handheld.

The whole package is running pretty good. I am about to pull the trigger on a Paxton centrifugal supercharger and a methanol injection kit. I have a son that is a NASCAR race engineer and his calculations say I will be up at about 425 HP with this. Quite an improvement given the original was about 150. The reliability so far has been far improved over the stock setup and the only downside has been gas mileage that would curl the toes of an environmentalist. On Tue, May 14, 2019 at 9:58 PM blackdog [via Bullnose Enthusiasts] <redacted_email_address> wrote: -- Cliff Haas Phone/Text/WhatsApp/Telegram +1 201 925 0752

I am sorry but I no longer have the stuff available. Best of luck with your project though On Sun, Jan 27, 2019 at 8:37 PM blackdog [via Bullnose Enthusiasts] <redacted_email_address> wrote: -- Cliff Haas Phone/Text/WhatsApp/Telegram +1 201 925 0752

I honestly don't know much about cam design and what grinds produce which result but the Edelbrock guys were great to work with when I was looking for something that would do what I said I needed. I want a decent idle, good vacuum for brakes etc and don't want to change the torque converter. On top of that it had to work with their e-street aluminum heads and be suitable for EFI. This is what they suggested. I am hoping for a seat of the pants difference. I have learned a lot with this project and even though I didn't plan to do any motor work at al when I bought this am happy with the experiance so far. I will post a link to a video of it running when I have it done later this weekend. On Fri, Sep 21, 2018 at 1:04 PM Gary Lewis [via Bullnose Enthusiasts] <redacted_email_address> wrote: -- Cliff Haas Phone/Text/WhatsApp/Telegram +1 201 925 0752

I am going with the edelbrock 2122 cam and lifter kit. (https://www.summitracing.com/parts/EDL-2122). It should provide better torque and operates best at lower RPM's. I should have it in and running by tomorrow.I will update here when I get it done. I appreciate the enthusiasm and interest, Thanks to all.

Hey Cliff, What distributor/ignition are you running, and how are you controlling/changing the ignition curves? The ignition is the MAD street fire setup and the distributor is MSD Billet Pro big cap. The timing control is through the Atomic Fuel Injection system and is set or modified through the handheld remote. I have it in the cab so I can read a live data stream as well as make tweaks in real time. The system can be tricky but I have found that if I reset and allow it to relearn after major changes like new cylinder heads it works as advertised.

The systems are working really well. Fast starts, smooth idle etc. The next step I took was to add the timing control to the system. The setup was easy and the ability to change timing curves on the fly has allowed me to tweak this to a pretty fine point. The cam is the last element to go in and I am just buttoning that up this weekend. I was looking to get more bottom end out of it and thought this would be a fun last step. I will update in the next week or two after I have a couple of miles on the setup. Hopefully this is the last work of any significance under the hood for a while. I would like to get to some interior work ie new upholstery, door panels and dash pad. On Fri, Sep 21, 2018 at 10:44 AM Gary Lewis [via Bullnose Enthusiasts] <redacted_email_address> wrote: -- Cliff Haas Phone/Text/WhatsApp/Telegram +1 201 925 0752

Guys, just a quick update; I have also replaced the stock cylinder heads and cam with Edelbrock aluminum heads, a 2122 cam and a double roller chain. I now have two very low mileage e7 heads to to add to this lot. I am only keeping this stuff for another couple of weeks and hate the idea of throwing it all away. Please let me know if this is of interest to you.

To add to this, I have also replaced the stock cylinder heads and now have two very low mileage e7 heads to to add to this lot. I am only keeping this stuff for another couple of weeks and hate the idea of throwing it all away. Please let me know if this is of interest to you.

That's correct, it's TBI not port. If I were building for performance or felt it was worth while as an investment I might have gone to an SFI system but all I wanted was a reliable driver for days at the beach or weekend rides in the mountains etc. The price for everything including what I thought were expensive cables and brackets etc all came to under 2k. I don't see any option for electronic transmission integration. Just the Holley style linkage and TV cable for the trans. It was a fun and interesting project. I think the next time I do something like this I may buy a wrecked late model Mustang GT and swap the whole drive line system in. Of course that's a much bigger investment in both time and money.

I looked at a couple of different FI systems and settled on the MSD Atomic for a couple of reasons. The brand has a good reputation and support is always available; the system integrates directly into the ign/Dist to allow it to control the timing if you want it to but you don't have to do so; the setup and tuning are easily done through a handheld that comes with the kit and does not require a laptop. I have the handheld in the cab mounted to the dash so I can see monitor the systems gauges and if I want to make changes can do so on the fly at any time. I think my other option would have been fitech if I didn't go with MSD.

Will do. The tricky stuff was as you might expect; timing curve, TV and throttle cable and the truly small tweaks to the tuning. The Atomic system is exceptionally easy to install and offers a lot of tunability. playing with things like the IAC count, the virtual power valve and accelerator pump can keep you playing around without being a big issue or hurting reliability while you play.

I have recently replaced my EEC-IV system with all new MSD parts. I have the following to give to a good home if you can pick it up. I would rather not split the parts up so please be ready to take all and do something good with them. From an 86 5.0L California Bronco with AOD trans; -2 distributors each with new module and pickup -upper and lower intake with throttle body, injectors and new IAC motor W/spacer -Harness -AIR pump w/pulley -air box w/filter and intake tubes -MAP Sensor I am in Bergen County NJ (north Jersey-201 area code).

Hi everyone! I had posted only once before with a no spark problem and this community was quick to offer help. A little background; the truck was purchased without my seeing it first hand. I found it in CA and had someone inspect it. It has about 10K on a rebuilt 5.0L motor and AOD trans. I have receipts for each. The work however was done 10 years ago and it has spent most of its time parked. I quickly became frustrated with chasing issues on the weekends rather than driving it and was always afraid it was going to stop running while out somewhere. Since my hope was to have a vehicle to enjoy as opposed to a true collector type vehicle I made the decision to do something relatively drastic. I had recently built a 1970 f100 with a 460 and was happy with the MSD ignition I used in the project. So hoping the entire MSD line was going to offer the same experience, I went about removing the Ford EEC-IV system in it's entirety. In its place I installed the MSD Atomic TBI FI system, a big cap MSD Pro Billet distributor, Street Fire Ignition, and a Weiand dual plane high rise manifold. I was able to leverage the OEM fuel pump and plumbed it to new AN lines with the addition of an adjustable FPR on the return. After a little playing around with timing curves and a few small setting adjustments the truck starts immediately and runs well reliably. Now this means I have a lot of EEC-IV related parts I would like to get to a new home. I will post that list in the appropriate board. Thanks again for the help when I needed it.

Guys, Thanks for all of the input. I checked the rotor turning and looked into the other items you noted. Finally I decided that I would try to buy my way out of the problem if I coudn't get it fixed and replace the system with an MSD ignition box and distributor (8456K from Jegs). My last try was to before that was to buy a distributor cap adapter. That lower portion of the plastic below the actual cap was the only thing in the distributor that I brought from one distributor to another. As unlikely as it seems, I grounded my tester to the exhaust manifold and got spark out of the coil as well as out of the plug wire. Thanks again for all of the assistance.