I do know the owner is not the one who built the truck. Don't think he is on here, but I'll see if he will contact you. I'll send you a PM with info if I can get ahold of him.

And you are probably right about the 4.3 although the GM TBI has absolutely nothing to do with firing the ignition. The ECM is the same for all applications, but there is a programmable module that can be swapped between ECM's. Not up on the GM terminology, but there is a lot of info out there.

http://www.gearhead-efi.com/gm-ecm-p...onversion.html

 

I get that....if you are running fuel only I imagine any chip would work, because you are firing the injectors off the distributor. I have the one in my Jeep doing fuel and timing. The link that was attached above shows an ECM from a 5.7 running that Jeep 6 cylinder but it is fuel only as the poster states in the video. I would imagine, as I surely do not know, that an 8 cylinder chip would not be able to time a 6 cylinder correctly. If anyone knows different please share. If it would be possible to get a hold of this guy or get him to contact me that would be great. I could ask him what chip is in the ECM. I have a bunch of chips from my earlier conversion but they are all V8s. If I was going to the trouble of hooking up the TBI I would want it to do timing also. Its an easy mod to the distributor and infinitely customizable.

 

GM 4.3's are so common, so why would you even bother with the 8 cyl computer? Just get one from a V6... you can allow the computer to adj timing by using the distributor signal. you could use a HEI dizzy (GM) or you might be able rig the orignal ford ignition...

 

I will definitely need the chips from the 4.3. I was just pointing out that in the video the poster used an ECM from a 5.7. This was due to him doing a fuel only system. Now he may have changed the chips....he doesn't say, but the BIN number on his ECM goes with a 5.7. My V8 ECMs will work but I will need both chips from a 4.3 ECM if I want to have fuel and timing. I have already done this mod to the 360 in my CJ5 and it works great. I did have to modify the ECM so I could "burn" my own chip to make it "better" but after working with it for a bit it got easier to see what I was doing and what it changed in the tune. Just trying to see if anyone has done this to their 4.9. Searched the web and there is next to nothing out there on this swap specifically.

 

I guess you will be the first on the net. Let us know how it pans out!

 

I sure hope not....It took me almost 2 years from idea to completion on doing my CJ. So please don't anyone hold their breath.....it might be awhile. At least spring. Truck does not fit in the garage.

 

Touching base for those who might have been interested. I have most of the parts to start on putting the TBI on my 4.9. I picked up an old Offy intake and had to machine the 4 hole landing into an 2 hole landing...no big deal. Also have the harness made and the TBI unit rebuilt. Milled out an adapter to mate the TBI to the intake. Picked up a later model water neck so I can add the temp sensor. I have a Hooker Hedder on it now but will probably swap that out for a set of EFI manifolds. The hedders put the O2 sensor way downstream. EFIs allow the use of a 1 wire O2.










Also fabbed up a hot water plate just need to drill the holes for the heater hoses.



I also picked up a couple of 7747 ECMs for the 4.3 and have modified them to accept a replacement chip I can burn with my Moates Burn 2. Not sure when I can actually start on it. I need to replace the rear main seal. Most likely then. Running new brake lines on it here soon. I crawled under it the other day and there are 3 compression fittings in the line from the rear to the prop valve.....

Does any one here know if the Walker 45166 will fit a 78 F 150 4WD?

 

So this is the 2nd go round if you did this on the CJ, little easier this time? LOL
I will be keeping an eye on this not that I will do it but because I like to see what others are doing, this is cool.

On the walker I cant say. What I do is see what it fits, take it this is for the EFI's?
If so we know the fit the earlier (80-86) trucks. I would then look up the log manifold part number and see the part numbers are the same for the 78.
Better yet because the manifolds may be different in a little way, like say EGR & non-EGR, I would also check the head pipes between the years.
If the head pipe numbers are the same then the manifolds dump out in the same locations and "I" would think the manifolds would swap.

IIRC the EFI manifolds were used with 4x4 and I don't think the head pipe is different.
Thing is the 78 has a straight axle (SA) where the later years has the TTB setup.
If the SA is in front of the head pipe the only other thing would be drive shaft & transfer case. Still don't think this would be an issue but you need to check to make sure.

I went with EFI exh manifolds because I had to replace the head pipe on my truck (81 w/300 six) and the truck head pipe would not fit.
Who ever replaced the motor used the manifold that came on it with part of that head pipe, think this was from a car but don't know for sure so I did the EFI swap.


On the brake line. It is always good to have new lines but the rear line has IIRC 1 flare coupling it may have 2 I just don't remember now as it has been at least a year since I did mine.
Dave ----

ps: think you need to go grade 10 on the water heat plate bolts LOL
I know it is what work had in the bins

 

Don't make the rear brake line replacement harder than it has to be. Use 3 lines. One long line to go behind the fuel tank where you can't get to, and then put one flare coupler in front of the tank to go up to the proportioning valve, and another coupler at the rear beyond the tank with a short piece of line to run up and hook to the hose for the rearend.

Also bite the bullet and spend a little extra money and get the copper nickel lines. They will not ever rust again, and they fish through and bend like heavy wire, very easy to run.

 

There is a guy in my area that has a 300 that was originally equipped with a feedback carb and a tfi distributor who kept having carburetor problems so he converted it to fords central fuel injection off an 85 Ltd 2 with a 3.8 and it works very well. The ford cfi uses a standard motorcraft 2 barrel bolt pattern so he used an offenhauser 4 barrel manifold and a 4 barrel to 2 barrel adapter to attach the cfi. Beyond that he used the stock EEC-IV harness and computer pirated from the ltd as well as the external high pressure fuel pump which is fed by the original manual pump on the 300 and uses the original tfi distributor for the 300. He said the only hard part of the whole conversion was setting up the fuel return line for both fuel tanks and had to switch from the original 3 port valve to an aftermarket 6 port valve.

 

Here is the adapter I made for the TBI.
Here it is with the TBI unit attached.
Here is another view. The red bushing behind it is my drivers cab mount bushing. It chose to give way yesterday and now I have to repair my cab mount.
OOOPPPSSSS.....looks like the TBI will have to wait for a bit.
This is my CJ5 with the TBI installed. Best upgrade I have done to the CJ so far. All in all it has a new TDK frame AMC 360 TBI'd. Power steering Power brakes...all new stainless brake lines. True Trac in the Dana 44 rear. 99 Cougar 2 speed electric fan. Raptored the tub. This has been my daily driver for almost 20 years. I bought the truck when I redid this over last winter.

 

This thread is awesome. Giving me so many ideas...

 

This thread is pretty awesome. I am trying with getting those Offy intakes down the road and bolting up a 3rd party stand alone efi system like the Holly Sniper or Fitech.

 

Well today I finally bit the bullet. I was replacing all the brake lines and for some reason unknown to me just started ripping stuff off the motor to start my TBI conversion. Not sure how long it will take or how often I will update it but it is commencing as you read this. Here it is starting out:



There is my little fuel leaker


Presto.....just like that it is gone


Did have to remove the alternator to get to the front 2 bolts on the manifolds.


No more manifold....The header was a major pain....fiddled with it for about half an hour and finally gave up. It just was not wanting to come out of there. Came back 10 minutes later and it practically fell out....lol. Not sure yet if I am going to keep it or go with EFIs. Its in good shape and feels really solid. Plus I already have the exhaust for it.$$$$$$


There it is....ready for some upgrades.






Here is what started it all. Pulled the axle to redo the brakes and all the lines.

While I was in there I pulled the battery for room and looks like I have a brand new old stainless battery tray.....lol.

 

Cool man! I'd say keep those headers, but you will have to weld in an O2 sensor bung. Don't know your exact situation, but the cheapest way to do this would be to buy a junker but running blazer or s10 or something with the 4.3 v6 and just graft that stuff onto your engine. That way you have every part you need already.