Anyone tried a Mass Flo??

Been thinking about going EFI for all the standard reasons, and I really like the Mass Flo's literature look of the hardware & supposed ease of install/tuning. Anyone got any dirt on this?o No:
Thanks
Robert

 

Anyone?

 

Whats the application?

 

He has a 550 hp Buick 350 NA in a street car.

 

Dang Sean, you're always on top. I wish I could be like you when I grow up!:TU:
Seriously- I did not think the application was relavant- I just wanted any input from a user. I already scoped the parameters and, tho close- it'll do.
I get my car by the first or I'll have Rocky Mountain Oysters, city style, on my plate.uzzled:
Robert

 

I've been eyeing their stuff, but it sure is pricey.

sbb kit
http://www.massfloefi.com/mass-flo-...em-p-8?zenid=b39f8a822e295cb679ff9482b8c595e6

bbb kit
http://www.massfloefi.com/mass-flo-systems-buick-c-1_5/buick-400-430-455-efi-system-p-2

 

Fact, I don't care what they tell you, they don't like big camshafts,
Fact, they only have 20 degrees of available timing range,
Fact, they have to reach 180 in order for the cold start to turn off.

I could on and on, for that money I'd go somehwere else. I have personally replaced 2 of them, 1 guy is still here local, be happy to give you his name and number. He can tell you himself what kinds of problems he had.
His was a 427W Mustang with a fairly stout cam, ran like .... till we changed out the system. You need drivability, you won't get what you could with that system, but's your money. That's not just my opinion, that is fact.

I have to be careful what I say here as I have been criticized for my forwardness, but again I'd be happy to give you the mans' name and number that's still here locally.

 

It's a multiport system so it should have less of an issue with a large cam than a carb or TBI. I'm not a fan of the mass air flow sensors, because they tend to limit upgrades, but at 550HP Buick 350, how much higher can you go?

I'd definately look into the advance stuff if SupremeEFI is right about only 20*, that would definately be a deal breaker for me.

And like *any* system that says says self-tuning, there is going to be some/several *key* inputs to the system that will have to be set right.

And about their claim on speed density being limited because it reads vacuum, I know a guy that uses a speed density system on a car that drives on the streets, runs 9's in the 1/4, all naturally aspirated, and IDLES with maybe an inch of vacuum. That takes some work though Mass air flow works great though as long as it's not the restriction.

Have you searched other forums?

 

This is the thought that the EFI guy I go with EFI questions has about the Mass-Flo system. But he's only worked with one, and the other one I heard about was a failure of the Mass-Flo system during HotRod's Drag Week, it was replaced with a Fast system for the following year.

 

Thank you gentlemen. Now that you've opened that can of worms, let me elaborate.
Correct it uses a Ford EEC-IV ECM, it's batch fire, does fans but you need to tell them that. It didn't like the cam that was in the 427W I did, 246/249 Hyd Roller on a 110. Idle poorly, ran fat, and they sent the ECM back 3 times for "recalibration". It uses a chip. Now why would you want someone who's never even seen your car, tune it? Doesn't make sense to me.
We replaced it with a Thruster, it was on the Accel website for awhile, I spoke about it and gave more info. It was in a 6 figure restored Fastback, gorgeous car. The guy now drives it to work everyday.
They use a lot of detroit factory sensors which most aftermarket companies do, makes sense.
But being multiport or not has nothing to do with vacuum, if you have low vacuum and it's multiport or TBI, if the ECM can't read it correctly then it can't read it correctly, doesn't matter.

For that kind of money you can buy another multiport sequential system that does a whole lot more than theirs does. And with bigger cams the sequential adds drivability and idle quality, no question.

 

Someone just needs to come up with a system that's comparable to what GM had out in the 90's and costs less than $4k. I never get why these systems cost so much when you can buy a complete engine with multipoint for the same price or less.

 

All you need is a megasquirt computer to run the vortec engines, makes "pick and pull engine swaps "a lot more fun than factory wiring wiring transplants.

 

I looked into the megasquirt stuff. really cool how you can do so much with it. Way too complicated for my pea brain to figure out though.

 

Thank you all.
Robert

 

True, but remember when you have to replace that very basic MEFI IV controller on those $5K Ramjet crate motors for instance, those cost $700.00 by themselves, no harness, no anything, and they do go bad from time to time. Considering the Thruster is about $1600.00 with harness and wideband then maybe it's not so cheap for the crate stuff.

 

I'm talkin a run of the mill junkyard motor for $800 with everything still attached. Just need someone to make up the sensors that'll fit a Buick motor but can plug into the Gen2-Gen3-Mod motors computer.

Closest I've found was from these guys and it's designed for the sbc motors. I asked once about an Olds motor I was working on and they said if you can find a way to fit the crank wheel and mount the sensor than it should work on any engine.

http://www.eficonnection.com/eficonnection/default.aspx

 

Best bang for your buck, IMO, but you do have to do all the work, and it's pretty much up to you on how much or little it'll cost you. The education when building it is also valuable in troubleshooting not only your megasquirt system, but you get a pretty good idea on the basics of EFI and can generally grasp what may be the problem with other systems that aren't set up or wired right.

I have a 428FE T-bird TBI'd for ~$850 and my Skylark is probably around $1800 with a $700 intake, $300 throttlebody, $200 Wideband O2 and $350 Megasquirt II. I plan to do my next Buick EFI on the cheap, multiport EFI for <$800 if I plan carefully and do the intake fab work on my own. I'm leaning towards a MSIII with sequential EFI on an inline six too.

 

I've asked this before, why do you believe that you have to assemble your own system in order to figure out that info? Couldn't you just look at someones wiring schematic etc. and be able to tell the same? I can.

And as you've suggested before, just because you assembled it how does that automatically make you a better tuner? In my experience I don't think it does. If you built a great racecar does that automatically make you a great driver? Would it be prudent to think that you could take any car builder from Nascar, Indy or F1 and just put them in the cockpit and they'll be the next sensation? Again I don't think that's a given. Just check other sites where guys have assembled the MS system and still have trouble understanding the tuning aspect, it's 2 totally different things. Just because you're good with a soldering iron doesn't automatically make you a good tuner, as you're inferring, and vice versa. I am a very good tuner but I can't solder to save my you know what. Not wanting to be a jerk here, although it may work out, you can't assume it's necessarily going to be the way you believe, one way or the other.

 

Don't let all those high power LS motors hear you say that.

 

I never said I was a great tuner. I'm about a good a tuner with the EFI as I am with a Q-jet. And there are tons of people better than me at both. InFACT I made no statement about the tuning aspect of it, you took that all on your own to make up some trash talk as you like to do. I only talked about troubleshooting problems, not tuning for max power. You're right, you don't have to assemble a megasquirt to learn wiring, but it's a pretty cool hands on lesson at *gasp!* a fraction of the price. ALL EFI systems have their naysayers as well as drummers. Google ANY of them and they'll have threads after threads on forums of problems and being replaced by another system. It's just a matter of taking the time to get what you have to work.

You failed again.