Chevy OBS sport truck. Edelbrock Pro Flo 4 install on a SBC 350, wiring and ECM mounting in 1993
Vložit
- čas přidán 7. 09. 2024
- If you enjoy any type motorsports, sign and support the RPM Act here...
www.votervoice...
How I installed, wired and mounted the ECM for the Edelbrock Pro Flo 4, 29lbs fuel inj. in my 1993 Chevy C1500 Silverado. Plus a few tips. The Pro Flo 4 kit I used is for 1986 and older small block chevys. Sorry I didn't take any video of the install, it was done at different times during the build.
My videos are NOT how to videos, They are just my TIP and just my TIP. You well have to figure out how to get the whole thing in on your own. Who am I to tell any one how or what to do? You do you!!!
Excellent explanation of your install! Thank you for sharing! This video has helped me the most of all I have watched for my 351w 1992 f150 truck and it’s silly sad efi system. I love how you call it edlerblock!
Welcome. The learning curve can be a little steep for old carburetor people, like me. But once you figure it out you'll really enjoy it's ease of use.
I have found the trick is to install the pro flo 4 to a tee of manel (fully understand it), zero vacuum leaks on the intake side, have really good sealed up exhaust system and then just let it eat. The ECM well figure it out. This forum is a great help if you have problems. forums.edelbrock.com/forum/pro-flo-efi/pro-flo-4
@@GNaron I have a 92 k2500 5.7L 350 that I want to convert from Tbi to Tpi. Is this the only kit that edelbrock offers for my truck? Would I need the same kit that you used? Any advice greatly appreciated!!
@@OldSoul85 I would give Summit 1-800-230-3030 or Edelbrock 888-799-1135 a call. I don't know all the specs of your application.
im 79. i read all of the comments and you were way more gracious toward the a$$es that just had to comment on your speech, I bet they will never have your understanding of building or fabbing over their lifetime. My reason to follow along was to determine if the proflo was going to meet my requirements on my 1991 3/4 ton suburban w 4:10. I ruined the pretty good factory 350 pushing it wot for too far trying to pass a long line of trucks on IH35 on a long uphill grade pulling about 6k thousand lbs. I think it dropped a seat on no 3 cyl. whatever it is it keeps mashing the electrode on the plug, when it hiccuped I looked at the gauges and it was 250, it had never ran hot. I have a factory stock 79 400 in a parts truck k5 that is pretty low miles. The plan is to hone it rering with total seal rings with a gapless top ring set, use a howards 465/470 lift retrofit roller cam, I have both 1:5 and 1:6 rockers, the cheaper afr 195 enforcer heads, a 7 qt pan, bb pump, and accusump for startups after setting long periods and now the intake dilemma. I have a 350 ramjet in a 86 k5 since 2000 and it has a lot of torque which is sorta what I am duplicating, so a 400 with about the same cam and bigger heads on the 400 might match the weight of the bigger truck better but the 4l80e (the first year) I think brings up the additional cost of a tranny controller plus with the proflo I would loose a knock sensor availibility. long sentence no? I have bought the ebl modded ecu, the same one that is in the 91 factory. This ecu has a lot of software control through a laptop and I'm pretty sure the coms to the 4l80e will be good including shift points and all. rev control, knock sensor even shift lite but thats not my thing, I can learn but the proflo is so much simpler to get started with, Im thinking if I can get the 4l80 stuff worked out since it is the first year maybe I can get started then if I need more software control go to the ebl. The ebl is batchfire though. I have all the motor parts except for the efi, I was originally going tbi for simplicity with the ebl tuning with the tbi mods that have been used for years but Im pretty sure mpfi will be better in most all rpms. But really it is a heavy truck that will spend 99% down at 2-3k, not much towing but some as it towes better than the k5. But towing is where I screwed it up. You have made a great video, I haven't tried that yet. My wife has ad so my time is limited outside also the summers in tx are afternoon inside till almost dark.
I'm 20 years younger then you. In my life time I have found it is whole lot easier to be nice, then a ass hole.
I think really good thing about PF4 is it doesn't need to be tuned, as long as the right cam and map are used. Set it and forget it. Don't get me wrong the PF4 can be temperamental.
Don't forget to drill the steam holes in those AFR heads, when using on chevy 400 block!!!
Can you explain the cold air setup you have? On my 86 k5 with the ramjet I hsed the airbox off of a 96 vortec truck to hold a filter but it is over the center ducting. Is what you have a coldair kit for the tbi trucks?
I built a Cowl induction cold air intake. Here is a short video on it. czcams.com/users/shorts-9xPs2rnuTw The air box style works pretty good. The 90% elbow part setting on top of the throttle body does rob a little power at high RPM. As long as the air box style is big enough to have plenty of make air in it, they work great at lower RPM and moderate acceleration.
Hello, how are you doing? You helped me out with my dome light short . I unplugged the courtesy light plugs and the short is gone. Thanks for your help. How do you like this fuel injection system? Do you think it's better than Holley sniper! I see lots of issues with the snipers. I'm looking to do this to my obs.
I'm doing whatever I can get away with!! I haven't had the PF4 leave me stranded. I think port injection is more reliable and is better for driveability over TBI and carb. The nice thing about the PF4 is most of the sensors are off the shelf parts and the set it up and forget it, really does works. Edelbrock has the self learning software down pretty good. As long as the instruction are followed and doing a really really good install is done. The cam overlap should be kept around 112 degrees. No vac or ex leaks.
Great video! No stupid music. No morons playing grab ass around the shop. No other bravo Sierra wasting my time. Your set up looks good and clean. Well done. Stroking my 302-1990 Bronco up to 331. I have pretty well decided on using the same set up
Thanks. There is couple of videos of a guy installing a PF4 on a older bronco.
I know this is a old video. But I put a proflo 4 in my 1989 K1500 with a 700r4 transmission. Where did you get the Stud that mounts your throttle cable and cruise control to the throttle body?
I cut them off the TBI, drill and taped them. I thick I used 6mm. I'm pretty sure summit sell them now.
Don't forget to lock tight the bolts if you go that route.
Elderblock, LOL!
Nothing but the best. This is the only true EFI system the others are just a cheap carb set up that has EFI built into it.
True that! The Pro Flo 4 is true port fuel injection it controls AFR and timing. Its the only bolt on fuel injection system, I know of that does both with a distributor type ignition and comes ready to use in one box. There are other port fuel injection systems that work great with non distributor type ignition motors, like LS.
Thanks
Welcome
The ignition wire coming from the pro Flo. what switched 12 v source did you route it to?
I used the pink wire that powered the TBI coil. It's comes straight from the ignition switch throw the diver side bulkhead.
How did you get to work with the auto trans did you need to use another module for the auto trans? I just want to make this swap on my 87 chevy blazer k5 and i have a Th400 trans.
The TH400 only needs the kick down cable hook up to throttle plate and a manifold vacuum source.
If you enjoy any type motorsports, sign and support the RPM Act here...
www.votervoice.net/SEMA/campaigns/45394/respond
Thank you 🙏🙏
Welcome. I'm uploading a video on how I handled the factory wiring harness, right now.
So I want to install this system on my 1994 Dodge Dakota 5.2 do I still have to keep some things hooked up to my stock ECU or does it all plug into the pro-flow 4 ECU? I want to change the motor and I'm worried about rewiring the new engine after I remove the old one.
To be honest I'm not a mopar guy, so I would be lying if I told you knew.
I do know the pro-flow 4 is a stand alone system that only controls the motor's fuel and timing. The only factory wire that used with pro-flow 4 is a 12volt hot when cranking sores. The pro-flow 4 does have a tac out led and two fan control leds. It also has CAN plug that will share data like air and water temp, RPM that can be mated to HGM trans controller and Dakota gauges.
If you have a electronic auto trans, I think you well need a separate trans controller. The pro-flow 4 does NOT have a trans controller. Early GM ECM and TCM are one in the same and have to work together. I'm not sure about mopar. You can give Summit a call.
@@GNaron Ok thank you .
I forgot about the PF4 forum. A lot of mopar guys have great info there. forums.edelbrock.com/forum/pro-flo-efi/pro-flo-4
How is the reliability? Is it still there? You had a spare 4.8l would got that route or would you stick with the well build 355 sbc in the truck?
The reliability is 99.9. The only time the SBC didn't start and run. Was when I had rev limiter off and it shot up 8,000 rpm and the rotor cap flew apart. It backfired so loud, I though the crank came out of it.
I have been building SBC for 45 plus years, I have them down. Plus I have a lot SBC parts.
@G Naron if you have been building them that long.... what can I check for run on issues. 355 carbed, diesels for like 3-5 sec after cutoff. Would I still have this same issue with PF4
@@rayleemck I would start with tank of premium gas and rule out bad fuel. Check carb for internal fuel leak and vacuum leaks. Fuel pressure to high, needle seat leaking, bad gaskets. Make sure it's not running to lean and overheating the combustion chambers.
I have not heard of any run-on problems PF4 or any other FI systems.
Hey Ray are you working on a OBS? If so, did you swap out a TBI for a carb?
@G Naron I bought the truck like this. Rebuilt 350 with aluminum head, cam long tunes. Quadrajet. I'm not sure if it's the original tbi or a sbc that was swapped. It's a 94 1500 if that helps.
I swapped the carb out thinking the dieseling was the carb, to an edelbrock 1406. Still does. Played with distributor timing and it got a little better. But still does it.
So I'm in between putting efi on the sbc or 4.8 ls swap.
I just hate to take apart a good running truck..( when it waRms up)
Actually just looked up my vin.... the truck originally came with v6 4300
Would this system work with a 97 vortec? I am watching the vortec system. It has its own ecu so how would that incorporate into the vortec style pc?
The pro flo 4 is not a add on system. It is stand alone system. So the factory ECM wound NOT be used with the pro flo 4. There is madder of the trans controller that is built into vortec ECM. I'm not that familiar with inter workings of the vortec system. You might want to contact Edelbrock TECH: 800-416-8628 or Summit 1-800-230-3030. My self if had a vortec system, I would keep it.
@@GNaron i have a manual trans (nv3500). And the intake stem on vortec engines has a spider injector inside of it taking up the volume of the plentum.The spider injectors are around 16lbs. Where as the edelbrock has fuel rails and 29lbs injectors. That air/fuel mixture flows freely. The vortec system is totally restrictive. But i will give edelbrock a call.
@@marquislewis1767 Well if it's your hot rod, go for it!!! You can all ways do heads, cam, pipes latter and get the pro flo 4 really running good. I'm not sure if things like gauges and cruise control need the factory ecm to work, you'll have to do a little studying.
did the mpgs increase ? just wondering , i was looking at doing a pro flo 4 on my obs
IDK. I have never checked the MPG. It's not a daily driver. I can say if it is driven hard, it uses a lot of fuel.
@@GNaron do you feel like it might be eating less . I know in every other way its better than factory
@@jay_Jalapeno I bought it with 425,000 on it and didn't drive it before the tear down. I bought the same truck brand new 1994 and I would say... If the TBI is working properly the MPG is going be about as good as can get. Not so much for HP. GM TBI 500cfm with 2ea 68lbs per hour fuel flow at 9 to 13psi injectors vs PF4 1000cfm with 8ea 28lbs per hour fuel flow at 43 to 58psi injectors. You do the math!!!
Dose it come with the single plane manifold you have or are there options. I have SBC large raised intake runner aluminum heads, the Edelbrock performer standard will not work. A 1206 Felpro gasket fits, a vortec manifold might work but my heads won't accept that bolt pattern. Any suggestions on manifold selection, I want to run this set-up?
The pro flo 4 kit comes with a intake manifold. Only air is going through intake. The fuel is introduced right at the cylinder head intake ports. I would contact summit or Edelbrock or both on what pro flo 4 system will work with those heads. Edelbrock offers a lot different pro flo 4 system for the SBC. Have your cam specs info handy. You can also join the Edelbrock form and ask question, there are some really sharp people on there. Maybe some one there is using raised runner heads. forums.edelbrock.com/forum/pro-flo-efi/pro-flo-4
@@GNaron thanks but I did call them today and they said that their manifold won't work on my heads because they're raised runners. I don't think the guy knows what he's talking about because he said the bottoms of the runners would leak too well that's not how it works. A vortec head has raised runners, yeah I'll try those forums thanks again!
@@cliffwright9842 True, never cut the bottom of a port. Back in the day, we did everything we could think of to raise the bottom of ports e.g. bondo, epoxy, fillet welding and then raised port heads with sheet metal intakes!!!
It sound like you are willing to a do little work to get the PF4 to fit. So if you have factory intake around. You could use a raised port gasket to see if there is enough material to seat a factory intake on those heads. If there is, I would just port / gasket match the PF4 intake, but that's me. My PF4 intake and heads are gasket matched. Mine are cast iron heads and not worth doing a bunch porting work on. I would not do much or any cutting on the bottom of the port, just let it drop off. Also very minimal cutting around the injector port.
I remember using Manifold Spacer to install Victor Jr intake on 23 degree heads, back in the day. Something like this www.summitracing.com/parts/drt-62210002?seid=srese1&gclid=CjwKCAiAu8SABhAxEiwAsodSZH7C35poS0N8K2_pKjRcLOBdGXJF7hAiIjsZZdgdZCVhnK8FSme5ohoCAMIQAvD_BwE
What part number did you use for this setup and did you use any adapter to make it fit properly
where did you get those AN radiator hoses?
I made them
"Elderblock"
I know, I'm not very good at pronouncing words. I'm just trying to share a little info.
Edelbrock says to set the engine at 12 BTDC and then drop the distributor? You dropped it in at TDC?
A lot of motors don't have degreed balancers, but they all have TDC marks. So I just drop the distributor at TDC on the compression stroke and turn the distributor to get close to 12 degrees. Then I use a timing light for to set the finale timing. The motor has to be running and timing has to be unlock in the ECM. Then lock the timing in the ECM and your ready to go!!
Make sure the oil pump drive shaft seats into the bottom of the distributor.
@@GNaron I understand all of that. I'm just wondering why, Edelbrock doesn't say to to that. That is way easier than trying to figure out where 12° is.
If you drop it in at TDC and the ecu is expecting it to be at 12 BTDC, when you lock the ecu at 12° won't you be 12 ° off?
@@cs-xd9gy The timing is locked and unlocked with the software in the tablet.
When the timing is unlock in the ECM. The ECM doesn't have control of the timing. So the timing is in 100% manual adjustment mode and is set by turning the distributor by hand. Once the initial timing is set by hand with a timing light, you lock down the distributor mechanically.
Then you lock the timing in the program with the tablet and the ECM takes control of the timing. The 12 degrees initial timing is just to get motor started. Once the motor reaches 400 RPM the ECM assume the motor running and takes control of the timing adjustments.
@@GNaron I see it now. I just remembered when setting up my AEM infinity ecu. I had to crank the engine and find my initial base timing before the engine would run with the ecu locked. Input that number and then start it. Your correct, and I was false in my thinking. Thanks for making my brain work. I think I'm going to go with this system over the sniper.
Edelbrock talks about how to set the timing in the QUICK START GUIDE / user manual.
How do you like it? Any issues? Thanks!
For the money, you are not going to beat it. Other then being a carb person and having to figure out fuel injection, no issues.
@@GNaron thats what my conclusion is as well, seen alot of problems with the Sniper and am very hesitant due to my experience with Fitech, but really like EFI, hard to beat for drivability, I am going to go this route. I will keep my carb, intake and dist for a while just incase.
Ironically I see people fooling around with their Holley injection more than I do with my carb, the whole idea is not to mess around with it and just enjoy driving it.
@@johncharles9105 Read and understand the installation manual. Do a good clean install with a no leak exhaust system. Then just let er eat!!!
Which part number did you use?
Edelbrock PF4 35760. The heads and block are not 1993 TBI.
How many different ways to pronounce edelbrock... 🤔
I know, I'm not very good at pronouncing words. I'm just trying to share a little info.
Does not matter how he pronounces it if he does a good job of installing it and is trying to help his fellow " human Kind". people are critical a____. Get
a grip on reality and maybe you will grow up one day. wims58ej
Elderbrock not block lol
I know, I'm not very good at pronouncing words. I'm just trying to share a little info.
Thanks for watching.