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One of the first things to really bother me about the '73 was the Holley 2210 without a working choke. I replaced it with a 2300, but even the 2300 irritated me to no end.
It was always my intention to fuel inject this automatic Scout for fuel economy, reliability, and the option of installing the keyless entry / remote starter.
So I didn't waste much time with the carb, and started collecting parts for the fuel injection swap.I started off with a 305 TBI unit from a Camaro.
This was an Ebay purchase for ~$25 IIRC.
TBI Conversion Pictures
Because I'd had a bad experience with a failed ProJection install, I ordered up a DIY kit from Affordable Fuel Injection (AFI).
I still needed some additional parts..
An 8 pin ignition module.
(That's an extra temperature sensor pig tail I bought to help with the HEI module wiring to the Ford Duraspark conversion)
AFI's harness:
I bought the guts of a Duraspark unit from Mark Young (EagleMark).
I then took a 4cyl IH Points distributor I had, and converted it to the Duraspark.
Removing the base plate and points.
And vacuum advance.
Which left..
I then welded the counter weights together to disable the mechanical advance, too.
Then disassembled the Ford parts.
The IH shaft was removed and ground down on a bench grinder, so the Ford reluctor would fit.
and then fitted into the Ford base plate.
And fitted into the distributor.
A hole was made in the firewall, and the coolant sensor installed in the intake.
And the wires were routed through the hole in the firewall, and then the glovebox was cut.
I couldn't find another, relatively convenient, location for the ECU.
A block-off plate for a Chevy big-block was installed up front.
And a 1/2" air spacer cleaner allowed me to re-use the stock air cleaner assembly.
..and after I replaced the injectors..
With that all done, I ended up installing the fuel pump on the passenger spring hanger (front hanger for rear spring), routing new fuel lines, using an old vent line for the return, robbing the hose-barb fittings for the TBI from my ProJection.
It took a bit of trail and error to get it to run right.. at first, my return line was too restrictive, making it flood, later I found that the fuel map from AFI was too rich, but once I started doing my own tuning (and getting some help from Bill USN1) things went much smoother.
It now runs pretty well, averaged 15mpg at 65mph with the air on to RMIHR in 2007. It lacks a little "umph" that I think it should have, but I'm growing increasingly suspicious that the engine is tired and has some blow-by problems that need dealt with.