Installing A Mass-Flo EFI System - New-Age SD-455

This is the Tanks Inc. fuel pump, along with a sock and lower baffle, to act as a reservoir to prevent fuel starvation during hard cornering. It also allows the use of the factory sending unit. Attention is paid to ensure the fuel pump does not interfere with the sending unit float.

Once everything fit and was correct, the fuel pump module was bolted to the tank with a cork gasket in between.

The next step was to raise the tank to attach the fuel lines. Fuel injection uses two fuel lines, a supply and a return. The fuel pump module has provisions for both. Once the fuel lines are secured, the tank can be raised into place and the straps attached. After buttoning up the T/A, all the work was rechecked, the engine was started and the system was checked for leaks. Street driving a few hundred miles followed and then it was off to the chassis dyno.

The fuel pressure and ignition timing were altered to get the most power from the EFI system before the author removed the throttle body and prepared for a swap to the Demon carburetor.

The Demon caburetor required a distributor swap to an MSD Pro-Billet unit since the Mallory system had no provision for a centrif-ugal advance. An MSD coil and 6A ignition box were temporarily installed and duct-taped in place on the cowl and fender, respectively.

Since a low-pressure fuel pump was required for the carburetor, the fuel system from the engine dyno cell was wheeled over to the chassis dyno. This made the swap very easy.

With the Demon carburetor and MSD ignition in place, Bob Wise and Scott set the timing to the specifications from the engine dyno session.

The carburetor baseline was done with the same #76/#83 jets that performed the best on the engine dyno.

Since the hood did not need to close for the testing, we used the same air filter element and top for both fuel delivery methods.