The evolution of the EFI 5.0 Mustang basically started with the introduction of the 1987 model. The '86 was a dog. It didn't take long for the racers to start modifying the 5.0 engine. Stock heads were ported, intake manifolds were cut on a band saw, ported out, and then welded back together. Headers and maybe nitrous were added too. Little, if any, attention was placed on the EFI system. There just wasn't much that we could do with the stock fuel injection at the time.
I remember when Super Ford Magazine ran their first "5.0 Mustang Shootout" in May of 1990. Stormin Norman ran an unheard of best of 10.29 @ 136.77. Gene Deputy ran 11.60 @ 119.04. The average ET for the 11 Mustangs that ran the first event was an 11.82.

Now just the other day I was reading the latest Super Ford Magazine which discussed the 1996 5.0 Mustang Shootout. The average ET for the 11 cars entered in this shootout was 9.62. The quickest ET and highest top speed was by my friend Jon Bennett at 8.54 @ 162.74.

When you think about it, this increase in performance over the last six years is incredible. The Mustangs looked basically the same in the 1990 shootout as they do in the latest shootout with the exception of the big rear tires and "back half" chassis. There is, however, a significant change from 1990. In 1990, every Mustang in the Shootout was an EFI car. In the latest competition, 3 of the fastest 5 cars were carbureted.

I have noticed a lot more racers using carburetors in competition. Why? Because carburetors still work great. In this age of "high tech", it is kind of neat to see racers using the older technology. Maybe it is because of the NHRA Pro Stock class which still mandates carburetors. Pro Stock class and the IHRA equivalent Pro Mod class represent the highest technology in the "door slammer" world. NHRA Pro Stock racer Warren Johnson recently said that "the only thing that you can still buy from the factory with a carburetor is a lawn mower". Everything else (including outboard motors for boats) is fuel injected. NHRA has talked about allowing fuel injection for the Pro Stock class, but so far, it hasn't happened.

I think that this switch from EFI to carburetors for 5.0 racers has a much to do with money as it does with performance. It's not that you can't build an ultra EFI set-up for racing. There are still plenty of racers who are running EFI combinations and have no trouble running in the 8's or even into the 7's. The problem is that it costs a lot more money to do it.

Starting at the rear of the car, you will need a big diameter fuel pick-up or sump in the fuel tank. Half inch fuel lines, pumps and fuel pressure regulators cost the same, whether you are running fuel injection or carbs. From there on, the price for the EFI package goes through the roof. Big fuel rails, giant fuel injectors, billet throttle bodies, and a custom or modified intake manifold cost a bunch. And what about the computer? If you are really serious, you will probably need a "programmable" computer in order to dial in the "right" fuel curve. As good as the stock EEC-IV processor is, it probably can't be modified enough to compete against a programmable unit. And of course, the EEC-IV processor would also need a big Mass Air Meter, adding additional cost. If you go for the programmable processor, you need to get some kind of a lap top computer so that you will be able to download the software. More money.

Or, on the other hand, you could remove all of the EFI stuff, buy a single plane intake manifold (like an Edelbrock Victor Jr.) which costs about $220.00. Even if you bought a Holly 4-barrel built for racing only, it wouldn't set you back more than $600.00. Hell, eight fuel injectors (72 lbs or 96 lbs) along cost that much. Is it any wonder that many racers are switching over to carburetors?

Personally, I think it's too bad that the electronic fuel injection stuff is so expensive. I understand it, but it's a shame anyway. What I would really like to see is for some company to offer a programmable computer for $500.00 to $600.00 that is easy to program and doesn't require a lap top computer or a degree in computer programming. I can't believe that in this day and age, and with all of this "high technology", we can't get an inexpensive race type processor for the 5.0 Mustang.

There is also the possibility of switching over to the mechanical type fuel injection system for racers that are on a budget, but don't want a carburetor. I have seen advertisements for mechanical fuel injection systems (Flying Toilet) that will bolt on to a single plane manifold for about $1300.00. This is about twice as expensive as a racing carb, but it is a complete fuel injection system, including the pump, and still considerably less than an EFI system.

At Pro Mustang Performance, we don't sell carburetors or carburetor intake manifolds. We still deal only in EFI type intake systems for the 5.0 Mustang. But at the same time, it sure is easy to understand why so many of the racers have moved forwarded (or is it back?) to the simple and inexpensive carburetor set-ups.

Besides, there is something very satisfying about showing up at the track with a small plastic box full of a bunch of different size jets. It reminds me of the old days.