Edelbrock Pro Flo 4 EFI

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rumblefish360 said:
So that’s an extra part to get before it runs?
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Yes. A high pressure return style regulator will be needed. When I spoke with Edelbrock they said they found most of their customers had their own fuel setup so they removed it from the Pro Flow 4 system.
 
Rob_Mopar said:
Yes. A high pressure return style regulator will be needed. When I spoke with Edelbrock they said they found most of their customers had their own fuel setup so they removed it from the Pro Flow 4 system.
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Really! ain’t that something. OK.
Thanks for the heads up.
famous bob said:
Only 625 h.p. ruined it for me, not that I`m thinking of switching.
I do read most all of the fuel inj. posts, hoping to learn more .
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Upgrade the injector to allow more power. Call Edelbrock and ask if that is possible before ordering.
That would be worth some time on the phone!
 
Rob_Mopar said:
We did a SBC Pro Flow 4 in my shop reciently. The truck had the original Pro Flow system on it (with some issues) when it came in. One of the reasons the Pro Flow 4 is less expensive is they deleted the fuel pressure regulator from the system. Not a big deal, but if you don't have one handy it will slow your installation progress.
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I was told from the Edelbrock guy (wish I had gotten his name) that wrote the manual for the Pro Flo 4 that switching to a new computer made in Italy also helped lower the cost.
 
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Rob_Mopar said:
We used Edelbrock's 174043 regulator.
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Arrived. 38lbs.
 
jbc426 said:
However, any aluminum manifold can be modified to use with this system if hood clearance is an issue. Wilson Manifolds can install the injector plugs, port your manifold and add upgraded fuel rail mounting brackets.
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I noticed the kit includes a single-plane intake. What's the thinking between single-plane and dual-plane intakes with sequential EFI? Same street-friendlier attitude with dual-plane intakes and EFI? Or does it make any difference?
 
ocdart said:
I noticed the kit includes a single-plane intake. What's the thinking between single-plane and dual-plane intakes with sequential EFI? Same street-friendlier attitude with dual-plane intakes and EFI? Or does it make any difference?
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The intake just becomes an air conduit, as the throttle body just meters airflow into the intake. I believe any modern motor running a multi port efi setup is just running a single plane esque manifold. Now that the fuel is injected right at the cylinder, all the cylinder needs is a shot of fuel and air. Single plane manifolds are also recommended for TBI EFI setups, I'm running a Holley Sniper on a single plane and notice no difference between that and my dual plane Quick Fuel 680cfm carb I was running.

If you think about it, a fuel injector is pressured and mists the fuel like a spray bottle. So it doesn't require a vacuum like a carb venturi to pull the fuel through.
 
Good points all.
I was wondering mainly about the port airflow velocity between a single-plane and dual-plane manifold considering the size difference between the much larger single plenum of a single-plane intake compared to the "split" right/left plenums of a dual-plane manifold.
 
ocdart said:
Good points all.
I was wondering mainly about the port airflow velocity between a single-plane and dual-plane manifold considering the size difference between the much larger single plenum of a single-plane intake compared to the "split" right/left plenums of a dual-plane manifold.
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Not sure there, I'll have to see if there are any articles on the web. The only ones I've seen talk about the cfm difference between manifolds. There never seems too be much discussion on velocity (in the magazines), I believe the topic of velocity has been brought up multiple times on this forum when talking about head porting. I'd be curious to hear from an engineer involved at the OEM level and see what kind of testing and determinations they find and come up with in regards to their manifold designs. Just for comparison the magnum 5.9 "kegger" intake manifold versus the GM LS engine is similar looking so the engineers are finding something out in R&D.
 
Is that a new tank behind the home made shield?
 
I was over at the shop installing DennisH's Proflo4 and noticed the distributor is a Mallory unit with the optical trigger. That is a bit disappointing, because unlike a magnetically triggered distributor, those optical LED's burn out with some regularity.

Be sure to carry a few spares in the car.
 
Been a while since I have visited here but wanted to let those who are following this thread know that I installed a Pro Flo 3 system on one of my vehicles last year and am working on the Pro Flo 4 system currently. Anyone contemplating the small block version BEWARE that the intake manifold does not fit in the area of the distributor and needs to be modified or plainly put a grinder needs to be used unless something has changed in the last month or two. How Edelbrock can screw this up is beyond me. Same issue with both kits a year apart.
 
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