There's a new dry-flow EFI system on the scene that combines the stone reliability of the Ford Mustang 5.0 electronic engine controller (EEC), a lightly modified carburetor intake manifold, plus a twist of LS1 to deliver excellent drivability, extreme horsepower potential, and improved fuel economy, while hiding in plain sight under a carburetor-type air cleaner of your choice. It's called the MASS-Flo EFI system, and it's from Quality Roadsters in West Brookfield, Massachusetts.
As the name suggests, the MASS-Flo system was originally designed for use on fiberglass Cobra roadster replicas whose owners want the hassle-free reliability of 5.0 Mustang power, but don't want the buzz-killing looks of the late-model Stang EFI intake plenum when the front-hinged bonnet is raised.
QR founder Chris Richards figured out what it would take to stuff all the benefits of the Ford-based EFI system into a low-profile package that fits beneath the popular cast-aluminum Cobra air filter housing and came up with the MASS-Flo system. But because Richards is a hot rodder at heart, appearances are only half of the MASS-Flo story. By replacing the stock Mustang induction, which Ford designed for torque production, not high-rpm horsepower, with a free-flowing, single-plane manifold and a 1,000-cfm throttle body, the system easily supports 2 hp per cubic inch.
We drove it, and it's a winner. Thanks to a full compliment of box-stock Ford electronics, sensors, and wiring harness (all included in the MASS-Flo kit), you turn the key and hit the road without any laptop fiddling or dial twisting. Our 347ci Cobra demonstrator started instantly, idled smoothly in traffic, and cruised without hiccups. But when the throttle hit the floor, the greatly enhanced breathing put us back in the seat, allowing 6,500-rpm powershifts like no stock Mustang induction can.
So, do you have to be on the some three-year waiting list to get a MASS-Flo system? No way. Richards packages and sells complete stand-alone systems starting at $2,870, or you can purchase a changeover system for cars with existing Ford EFI for as little as $1,575.
At present, the MASS-Flo EFI system is available for Ford 302, 351W, 429, and 460 applications. Systems for Ford FE engines should be available by the time you read this. The changeover system can be installed on any 5.0 Mustang or EFI Ford for extra power (it plugs right into the stock wiring harness). You can also install the system on a vintage Mustang, Torino, Cougar, Fairlane, Falcon, Deuce, F-150, or whatever else, and enjoy EFI drivability without the laptop tuning headaches common to many aftermarket systems.
More big news is that Richards is tooling up for Chevy small- and big-block applications, and we can see these things making a big splash with Chevy-powered kit cars, street rods, and drag racers alike. These systems will use GM mass air engine management, and should also be available as you read this, too.
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 Quality Roadsters starts with...  Quality Roadsters starts with specially modified Edelbrock Victor Jr. and Torker II single-plane intake manifolds. Though dual-plane manifold designs have successfully been converted for EFI use, they are more prone to airflow variations between cylinders than the straight-shot runners used in a single-plane manifold. QR's Chris Richards preps the manifold by welding new injector bungs to each runner. |
 Intricately machined aluminum...  Intricately machined aluminum stands keep the fuel rails positioned over the Bosch injectors. Injector capacity is determined based on the formula: expected flywheel horsepower multiplied by 0.5, divided by the number of cylinders, multiplied by 1.1. A typical 400hp small-block takes 30 lb/hr injectors. Richards works with every customer to arrive at the ideal injector size. |
 Here's the MASS-Flo manifold...  Here's the MASS-Flo manifold with the extruded aluminum fuel rails in place. Gray anodizing is intended to help the rails blend into the underhood scenery. |
 Palmer Foundry supplies Quality...  Palmer Foundry supplies Quality Roadsters with raw throttle-body castings made from A-356 heat-treated alloy. Palmer's Stable-Cast process eliminates pinholes and porosity that could cause vacuum, fluid, and pressure leaks. That's right, we said pressure. The MASS-Flo throttle body is compatible with blow-through super and turbo chargers. |
 Billet aluminum throttle linkage...  Billet aluminum throttle linkage is progressive and eliminates flat spots during part-to-full throttle transitions. All finish work and assembly is done by Quality Roadsters. |
 The primary and secondary...  The primary and secondary throttle shafts ride on sealed roller bearings rather than cheap bushings to prevent vacuum (and pressure) leaks that can raise havoc with the air/fuel ratio. The seals also prevent the entry of unfiltered air. Note the stock Ford throttle position sensor (TPS). Quality Roadsters pre-adjusts the TPS prior to shipping so you don't have to. |
 A box-stock Ford idle air...  A box-stock Ford idle air control (IAC) motor bolts to the throttle body. The IAC has a solenoid that channels air around the throttle plates and into the engine under certain conditions to control idle speed, aid fast warm ups and resist engine stall when the butterfly's suddenly close, such as at a stop light. The stock Ford EEC pulls the strings. |
 The 1,000-cfm throttle body...  The 1,000-cfm throttle body has 1 3/4-inch blades versus the single 60mm throttle butterfly used on stock 5.0 motors. Big, dry-flow throttle bodies are "tamed" by the computer and sensors to prevent part throttle drivability hassles and the big gulp of air bog usually associated with over-carbureted engines. |
 At this point, the system...  At this point, the system could pass for a typical user-programmable aftermarket SD offering. Not so fast, this one is different. |
Mass Airflow vs. Speed Density
Speed density (SD) and mass airflow (MAF) fuel management systems are alternate methods of gathering information about the quantity of air inducted into an engine equipped with electronic fuel injection. This airflow information is a vital ingredient in computations made by the onboard computer that manages the engine's fuel delivery and ignition spark timing functions to suit operating conditions.
The big difference between SD and MAF is that SD calculates airflow data, while MAF measures it. The SD calculation process compares real-time data gathered by an array of sensors against preprogrammed reference maps stored in the vehicle computer. The result is a series of if-then calculations that prompt appropriate fuel injector pulse width and ignition timing events.
In contrast, MAF informs fuel delivery and ignition events by physically measuring the quantity of air moving through the intake tract. It's done with an airflow meter containing a heated wire. Increased airflow cools the wire, so more voltage is needed to maintain the specified temperature level. By measuring the voltage increase, MAF is able to calculate airflow.
The primary drawback to the MAF strategy is that the airflow meter containing the heated wire must be positioned directly in the path of the intake tract. Depending on the design, this can restrict airflow and reduce engine efficiency. The primary drawback to the SD system is its dependence on preprogrammed reference maps. When aftermarket parts that increase airflow capacity are installed (cam, intake, heads, etc.), the computer's data tables may lack sufficient range to compensate and poor performance results. In cases where the computer is user-programmable, the operating parameters can be changed with a laptop computer, but it's time consuming and risky. On the contrary, MAF, with its feedback system can respond to increased intake airflow and "learn" to adapt by tweaking the fuel and ignition spark delivery to optimize output with no programming needed; you simply install the system and go.
Quality Roadsters weighed the options and wisely decided that MAF was the way to go with its MASS-Flo system. And by utilizing the modified GM MAF unit, the flow path restriction argument is nullified.