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OP: really depends on what your car is tuned to run. If it runs satisfactorily on E10, either keep running it that way, or try adding 4-5 gals to 1/4 tank when you get down that far. The example I'm about to use is like apples to oranges, but at least they're both still fruit...after driving...

Awesome

I think as long as you input the correct parameters and set it up in accordance with the directions, it'll probably start up and run in well.

Good deal man, glad you found the issue.

I think Mad Dart was going to tell us about his experience with it...as far as a slant, I think you're the only person inquiring so far...maybe you can be the beta test :)

I would expect since there are only 4-6 wires on top of what's already there, you'll have little trouble relocating and hiding any wires for the system.

1/8" up and down? Yeah, that's not good...that can affect the airflow over the blades and expose the transition slot phreakish mentioned...

Ah, cool deal. Watching

I think they're actually the Siemens pencil style...I haven't seen the Bosch styles on factory Mustangs the late 90s or so.

Wtf...10psi maxm or 6psi with two of them? I got more than that out of the standard pulley on my little vortech s trim when I still had the 302 in my mustang. Of course it was a near stock 302 with a little cam, and boost is a function of restriction, but damn...yeah, go ATI...they'll have you...

Do the throttle shafts have excessive play?

Diggin it-ribs are gonna come out well on that.

I've experienced similar issues when plugged into the wrong port...produced a 400 rpm drop when going from park or neutral to any directional gear, accompanied by a healthy thump in the driveline...when I just disconnected the vacuum advanced the drop was closer to about 100 or so and much less...

With that much of an rpm drop, it sounds more like a problem with the vacuum advance plugged into full manifold vacuum instead of timed vacuum. Have you tried to disconnect the vacuum advance and run it that way? You keep saying the timing is good, but no actual numbers.

Goo!

I'm pretty intrigued to see those kits--Ken also said they'd also offer the kits minus the intake manifold to save a few dollars. Very interested...

That's good and bad news...bad because they'll probably be fighting supply v. demand issues, good because there will be plenty of feedback and testing. Good analogy. I know a couple folks who've used earlier systems but they used it on cars that come with EFI from the factory so all they had...

****'s getting real in here! I'm very interested in seeing how these perform in real apps.

Sweet

What head unit, D1 or F1?

What size? For what it's worth, those main and secondary jets have nothing to do with idle metering...

EDIT: If you think it's vapor lock, have you tried cracking the gas cap while it's running? The carb isn't too big, even for a mild 360...might need some fatter rods or smaller jets, but if you tune it correctly, it will give satisfactory performance.

Re read original post...disregard...

Awesome...more reasons to go efi. Are you planning on keeping some log or or maybe updating this thread with your findings and maybe how you tuned for your particular app?

Cool-we also want to know if there was any delta to the mileage...if you've logged enough miles to tell a difference...although, it looks like your build has little to nothing in regards to concern with mileage...

Sweet

X2! Did you buy just the EFI kit, or the kit plus their prepackaged fuel delivery system? lots of pics, description, and any issues/pros/cons... :happy1:

Disregard...

Ooo! Cool. They almost look like MW sized ports. Who did the work?

I think he's referring specifically to the fuel system parts package, not the whole EFI kit