Several have made inquiries about this system. I’ll share my experience after being an early adapter to the FiTech disaster.
The PF4 is a great system as it’s sequential multiport with timing control. No other bolt on system is like this. Edelbrock has been in the efi business a long time.
in my case I used their rail mounted regulator to clean up the engine compartment. I also flipped the rail around and painted the intake.
The next issue is the TPS. The supplied unit didn’t return to zero at idle. If it sits at 2% or more at idle, it can have a negative effect on idle, parking, stalling. Edelbrocks answer is to buy a sensor from Standard Ignition. Are you serious???
Next issue for A body guys which I’m sure isn’t their intended market is the distributor is too tall. I disassembled mine and shortened the lower housing and the shaft. We broached the shaft and ran the lower housing in the latch. You couldn’t tell it was modified but it’s 3/4” shorter now.
Last and largest issue is timing. Once the timing is synched and the curve was set, I immediately noticed something was wrong. I set my normal curve 20 initial / 30 total. The total timing was determined on the dyno before installing the engine. No power and popping through the exhaust. Some other mopar guys had the same issue. After thinking about it I figured out the rotor is out of phase. Meaning the synch of the spark and injection is off. Advancing the timing puts the rotor too far away from its respective terminal causing the issue. I wound up slotting the reluctor to align the rotor with number one terminal at the middle of the timing sweep. Bottom line is, it was free and it fixed the issue. Starts and runs great, tons of torque. Why can’t a huge company like Edelbrock get it right?
The PF4 is a great system as it’s sequential multiport with timing control. No other bolt on system is like this. Edelbrock has been in the efi business a long time.
in my case I used their rail mounted regulator to clean up the engine compartment. I also flipped the rail around and painted the intake.
The next issue is the TPS. The supplied unit didn’t return to zero at idle. If it sits at 2% or more at idle, it can have a negative effect on idle, parking, stalling. Edelbrocks answer is to buy a sensor from Standard Ignition. Are you serious???
Next issue for A body guys which I’m sure isn’t their intended market is the distributor is too tall. I disassembled mine and shortened the lower housing and the shaft. We broached the shaft and ran the lower housing in the latch. You couldn’t tell it was modified but it’s 3/4” shorter now.
Last and largest issue is timing. Once the timing is synched and the curve was set, I immediately noticed something was wrong. I set my normal curve 20 initial / 30 total. The total timing was determined on the dyno before installing the engine. No power and popping through the exhaust. Some other mopar guys had the same issue. After thinking about it I figured out the rotor is out of phase. Meaning the synch of the spark and injection is off. Advancing the timing puts the rotor too far away from its respective terminal causing the issue. I wound up slotting the reluctor to align the rotor with number one terminal at the middle of the timing sweep. Bottom line is, it was free and it fixed the issue. Starts and runs great, tons of torque. Why can’t a huge company like Edelbrock get it right?
