Looking for new fuel injection options

[David Hodgkins]

OK folks,

I'm deciding on a new powerplant for the anni build (http://thefactoryfiveforum.com/showthread.php?13397-15th-Anniversary-MKIV-build-thread-4-years-late!) and need fuel injection.

The few specs I have are:

Ford FMS crate motor, either Boss 302 or 351/427. Looking for street tractability over high RPM power.

Let's start a discussion on options...

:)

[Mike N]

Of course the first question is what's your budget?

There are some fantastic systems out there but they can get very pricey in a hurry. Also what look are you going for? Something like the old Weber IDA (stack) look or perhaps a more modern cross ram?

[skullandbones]

Went to the Phoenix NHRA Nationals this past weekend. I was cruising through the Edelbrock display. Wow what a display. I saw the latest Atomic bolt on EFI. It looked beautiful and from what I read, it is a self contained system so you can tune it without a laptop. It appears to come with all the necessary hardware to tune it right at the car. I don't know the price tag but it sure is impressive. You should check it out. Good luck on your choice, WEK.

Note: it would be good if you wanted to retain the 4 barrel carb look with a nice air filter.:cool:

[David Hodgkins]

Of course the first question is what's your budget?

There are some fantastic systems out there but they can get very pricey in a hurry. Also what look are you going for? Something like the old Weber IDA (stack) look or perhaps a more modern cross ram?

Let's start with solid performance and work backwards from there. Stacks are awesome but I keep hearing chatter about tuning.

Bling is great, as long as it performs.

:)

[CraigS]

Can't help you w/ the efi but can offer thoughts on street tractability. Go 351, and or whatever stroker you want w/ a nice mild cam. You can go to 408 w/ a stock block which is what I am doing now. I emailed Comp Cams and told them my requirements which are similar to yours. Told them it would never go over 6000 so a power peak at 55-5800 would be fine. It needs to be able to be driven at 1400 in 5th cause that is about 55 mph. They came back w/ one roller and one flat hydraulic recommendation. The one problem I had in looking at stroker kits is they seem to have a lot of below 10-1 CR and a lot of over 10.5-1 CR. I ended up w/ one that is nominally 9.94-1 w/ the piston down .010 in the cylinder. After verifying this I plan to mill the block .010 to get me about 10.2-1CR. I am looking for the stroker kit next week as I have everything else. BTW, I went w/ a Spec clutch. Be sure to call them and don't order over the web site. There are differences in clutch diameter depending on what bellhousing you will be using and this was not at all obvious doing the make, model, year thing on the web. The 10 inch I thought I would need would have forced me to go to their #2 plus to get torque capacity and I was concerned about effort. The guy on the phone was able to figure that I could use a 10.5 inch and that got me plenty of torque capacity in the #2 model.

[CHOTIS BILL]

I am running stack injection from VCP and can’t imagine them being any cooler. I am also controlling it with MagaSquirt which is harder to setup but is very powerful and I didn’t think the price was bad for what you get.

Bill Lomenick

[Mike N]

I am running stack injection from VCP and can’t imagine them being any cooler. I am also controlling it with MagaSquirt which is harder to setup but is very powerful and I didn’t think the price was bad for what you get.

Bill Lomenick

I am running a Megasquirt 2 set up and using Phil Tobin's Tuner Studio software I would say that it was extremely simple to set up. You do need a timing map and starting point for a fuel map but they are both easy to find on line or get one from one of the members on here that runs MS. Tuner Studio will self tune your fuel tables for you when hooked to a wideband O2 sensor. It took me 3, 20 minute tuning sessions just driving around at varying throttle openings and accelerations to get a really close map. You do have to manually fuss with some of the surrounding cells in the fuel table but it is really simple to do. The latest update of TS also has a self tuning cold start facility. My car never run half as well on the Ford EECIV. After you get a good all around tune in the car you can always take it to a dyno and optimize things for more power. The nice thing about MS is that it doesn't care what it's hooked to, stacks, throttle body or even an old Hilborn set up. Given the correct inputs it can control just about any intake set up.

[frankeeski]

I'm digg'n the new Holley Terminator system. I've seen it installed on quite a few TV show cars lately and the numbers on the dyno look good as well. If you want to step up to a multi-port system the price goes up..................Way up.
http://www.holley.com/Terminator%20EFI/

[j.miller]

Hey David, I'm in the same boat. Been doing a lot of looking and reading on The EFI throtle body stuff to keep a somewhat orig look. I see good things about the Megasquirt but the two I am leaning towards are the FAST and the Atomic. Both have self tune to a point and then you can tweek it on home . Then there is Mas Flo, nothing wrong with that system....haven't "tweeked" in a long time.....nevermind.....da Bat

[Jay Mann]

I am lurking from the hot rod side. If you are considering the Boss 302, why not the Coyote? The low end torque is better than the Boss. Ford spent a zillion dollars developing the whole package and it is very cost competitive, JEGS has it on sale right now. My car starts and runs like an OEM. The power is more than ample, it gets decent gas mileage and has a warrantly. I could tweak it with my SCT3000 if I had the knowledge. No, I don't work for Ford, just wanted to get my 2 cents in.

[myjones]

Hey David, I'm in the same boat. Been doing a lot of looking and reading on The EFI throtle body stuff to keep a somewhat orig look.. da Bat

The sequential multi port isn't always that much higher in price, it just depends on whose stuff you buy. I'm hesitant to name the site I bought from even though we don't have a specific EFI dealer on here. I have a 6 pack for mine that looks like three carbs and the average viewer wouldn't notice the difference right away.
David; What can I say without steppin over a line ???
DB
Hemi33

[David Hodgkins]

The sequential multi port isn't always that much higher in price, it just depends on whose stuff you buy. I'm hesitant to name the site I bought from even though we don't have a specific EFI dealer on here. I have a 6 pack for mine that looks like three carbs and the average viewer wouldn't notice the difference right away.
David; What can I say without steppin over a line ???
DB
Hemi33

Posting info on non-vendor options is allowed as long as they are not an attempt to circumvent the rules. I lay it out more specifically HERE. (http://thefactoryfiveforum.com/showthread.php?7534-Posting-examples-of-work-by-non-supporting-vendors)


I am lurking from the hot rod side. If you are considering the Boss 302, why not the Coyote? The low end torque is better than the Boss. Ford spent a zillion dollars developing the whole package and it is very cost competitive, JEGS has it on sale right now. My car starts and runs like an OEM. The power is more than ample, it gets decent gas mileage and has a warrantly. I could tweak it with my SCT3000 if I had the knowledge. No, I don't work for Ford, just wanted to get my 2 cents in.

I LOVE the coyote engine!! The only reason why I'm not going with it is because it's just so friggin' BIG! I need all the footbox room I can get and the SBF is the easiest way to get the power we want in the smallest package.

:)

[myjones]

The sequential multi port isn't always that much higher in price, it just depends on whose stuff you buy. I'm hesitant to name the site I bought from even though we don't have a specific EFI dealer on here. I have a 6 pack for mine that looks like three carbs and the average viewer wouldn't notice the difference right away.
DB
Hemi33

This is the site I found to have the best prices on the system I wanted
http://www.efisource.com/product-category/controllers/

[Bob Cowan]

I'v been messing with EFI for a while. Not as an expert tuner/installer, just as an owner/user. Like a couple others, I have an 8 stack system on a big engine, controlled by a Megasquirt computer. I'll give you my thoughts, without being too long winded.

1. When considering an EFI system, keep in mind that it's really two seperate systems- the hardware, and the computer. You can easily mix and match most systems.

2. 8 stacks are tricky to tune, no doubt about that. And the engine needs to be built with an 8 stack in mind. You can't just drop the system on any V8 and expect it to perform correctly.

3. You can essentially divide the hardware into 3 basic type. 8 stack Individual Runner systems. Port injection with a central throttle body. And a central throttle body with attached injectors. All three have their plusses and minuses, and you need to plan the engine build around the type of system you plan to use.

4. There's a plethora of performance computer systems around. NONE OF THEM are completely self tuning. A good wide band tuner and the right software will get you about 80% there. But you'll still need to tune some of the fuel map, the spark map, and a few other maps and settings. Dyno tuning is still very helpful. Unless you have a place where you can do some tuning while driving at triple digit speeds.

5. Some computer systems are very sophisticated, and can dot a lot of stuff. And some are much simpler. Don't spend money on a top of the line multi-function ECU that does dozens of tasks that you'll never need.

6. Most off the shelf systems come with a harness, or it's available as an option. I like building my own, so it makes sens to me, the wires run where I want them, and I can put connectors where they're needed for easy maint.

[David Hodgkins]

Bob, thanks for the educational post. Have you seen this new thread?:
http://thefactoryfiveforum.com/showthread.php?13483-stacked33-buid

That looks very interesting!

Frank, I'm looking to go away from mass-flow due to it's inability to receive a tune. That Holly EFI looks good. I'll research it further.

:)

[frankeeski]

I'm looking to go away from mass-flow due to it's inability to receive a tune.


David, The Mass flow is completely tunable. It uses a Ford A9L type ECU. What you need for it is a tuning device, There are many options out there, Tweecer & Moates Quater Horse just to name two. They are not self learning but are very tunable in the right hands. Another alternative is to go with a "piggyback" chip. I just saw on the ProM website that they introduced a new system for the Ford MPFI systems. I'll see if I can find a link. Remember though that the self tuning systems like that from Holley are speed density systems with throttle body injection and not MPFI like Mass Flow.

Here is the link;http://www.promracing.com/foxbodyharness

[Mustang Man]

Just to add my few cents...

The Atomic is MSD's system, not Edelbrock's. The Edelbrock system is similar, but uses a wi-fi tablet for tuning. I've installed all of them over the last two years for various editorial projects and they all work as advertised, though some have different strengths. Read their websites/packaging carefully and talk to their tech guys first. Some work well with boosted applications, some don't. Some can control timing better than others, etc.

They also differ in where they place their injectors, which can effect low-speed drivability and idle quality. At WOT it doesn't matter! :cool:

And to add on to Bob's excellent post/comments, there's really three systems, hardware, wiring/ECU, and the fuel system. The fuel system for an EFI application is very important. While some of these bolt-on EFI systems are capable of returnless-style fuel delivery, a rarely recommend it. The systems are easier to control with a true return line.

The most recent install I did was on the Terminator from Holley and I was quite impressed. The Edelbrock system is really nice as well and I hear a multi-port version of it is coming. FAST you can get in a four-barrel throttle body setup or in a multi-port but I believe you supply your own manifold.

Lastly, I look at it like this: There are three main EFI options. Factory style EFI you can install using OE parts (think 5.0L Mustang) or aftermarket equivalent, self-tuning bolt on TBI/MPFI style setups, and lastly the hardcore laptop tuning stuff like Motec, Big Stuff, ACCEL DFI, and others.

HTH...
Mark

[myjones]

Just to add my few cents...
The fuel system for an EFI application is very important. While some of these bolt-on EFI systems are capable of returnless-style fuel delivery, a rarely recommend it. The systems are easier to control with a true return line.
HTH...
Mark
Mark
You didn't mention pulse width modulation control of the fuel pump< aren't most OEM's doing that now?
As a newbie to the efi stuff I avoided that and will go constant voltage and a return line set-up. It just seems like one less issue to tune for.
Thoughts??
DB
Hemi33

[68GT500MAN]

Read Marks excellent article in Mustang Monthly (I forget the issue).
Doug

[Mustang Man]

You mean the buyer's guide I did last year?

DB, as for PWM versus constant, really it boils down to PWM is used for returnless and constant is used for return-style with a regulator. Yes, most OEMs are doing PWM with a "fuel pump driver" or "controller". Ford has been doing it since the late '90s on the Mustang and then it spread to the rest of the line throughout the 2000s (Explorer, Ranger, F-series, etc.) as they got their new COP ignitions and even new drivetrain combinations.

Mark

[mike forte]

Hi Dave,
I would install the Ford Racing 427-X head engine. I would most likely install direct port EFI. I sell the EDELBROCK Pro Flo 2 35410. Call me for details.
NOTE: I do discount these parts so the price listed is not your cost.
If you want Jesse to assemble & dyno it we could get it all together & run.
Call me if you have any questions.

Mike Forte
Forte's Parts Connection
40 Pearl Street
Framingham, Mass. 01702
mikeforte302@gmail.com
508 875 0016
www.fortesparts.com
http://www.facebook.com/home.php?#!/...?v=info&ref=ts
The Early Ford & FE Tremec were also originals from Mike. The Mustang firewall adjustable quadrant kit also is an original from Mike. His latest developments are external slave clutch release conversions & cable release conversions too.
Tremec Elite Distributor for: T-5, T-56, T-56 Magnum & TKO-500 & TKO-600
TKO-500 & TKO-600 Midshifter, Front shifter, offset Corvette shifter and more...
A REAL SPEED SHOP with parts, price & knowledge....
Est: 1981 selling & building performance parts to build your dream car...
FORD RACING & QUICKTIME DISTRIBUTOR. NEW 5 LUG AXLES & BRAKE KITS & NEW 8.8\" REAREND IN BOTH IRS & FOX AXLE.

[Carlos C]

David, my two cents:

The stacks look awesome, but can be a nightmare to tune, and power gain is not as impressive as other systems. Not to mention that it is expensive and power adders are out of the question.

OE style multi-port set-ups are the most common. Use an after-market upper and lower manifold, Ford's A9L ECU, and a mass air meter tuned to the size of injectors you'd be using. In some instances, a tuner chip may be necessary, depending on how wild you want to get with extracting power.

Some of the throttle body systems, such as Mass Flo, require a laptop to tune the engine, and are not the most user-friendly gadgets out there, but they work well. Another issue to consider is that you need access (and $) to dyno the engine while tuning, if you want the best results.

The best systems right now, in my humble opinion, are the throttle body injection from Holley and Edelbrock. No mass air meters to tune, no external computer chips to add and program, dyno is not necessary, no laptop, and no constant software updates. These two systems are flexible to engine mods, and are all-inclusive. Not to mention that it gives that classic carbureted look.

Of course, each system has its pro's and con's, so do your research. Your decision should be based on how much power you're looking for, what the vehicle's purpose will be, the rest of the drivetrain (gear ratio, transmission, etc), but most importantly: your budget. The fuel delivery system is also critical to your engine set-up. Keep that in mind while you're shopping for EFI systems. Make sure it can deliver more fuel than what you need. That way, with a proper tune, you're engine will never go lean on you (very bad), and you won't have to spend money later upgrading it, if you decide to modify the engine or install a power-adder (very good).

This is the set-up I did on my Mustang ten years ago: 358 ci, ProCharger blower at 13 PSI, TrickFlow upper and lower intake, Windsor Sr heads (no, you can't find those anymore), Pro M mass air meter calibrated to 50 lb injectors, A9L ECU with TwEECer chip; Aeromotive A1 fuel pump, filter, and regulator; 1/2" supply line and 3/8" return. This set-up yielded 603 HP and 650 LB/FT torque on the chassis dyno, with plenty to spare if I decide to go higher with the blower's PSI. This engine will be going into my Coupe build shortly. My next engine will use a headache-free throttle body set-up from Holley or Edelbrock.

Good hunting and good luck!

Carlos

[Carlos C]

I must emphasize that the throttle body EFI systems I'm referring to that are easy to install and tune from Holley and Edelbrock are the Terminator EFI, and the EZ EFI systems. These companies' previous systems are not as user-friendly. And although neither one is perfect, they offer a lot for the cost, and you get to keep most of your sanity...

Carlos

[Mustang Man]

Carlos, just a small correction to your first post. The Mass-Flo EFI is essentially a Ford EFI A9L system, but with a billet throttle body and the MAF inside the air filter for a retro look. This is what I have on my Roadster that I showed you. It is indeed a direct-port setup with fuel rails and NOT a throttle body system.

Just a head's up...

Mark

[Carlos C]

Hey Mark:

You're correct about the Mass-Flo system, as it does use 8 individual injectors, making it MPI and not CFI, unlike the Edelbrock and Holley systems. I called it a throttle body unit because it does use a throttle body on top of the lower manifold, just like the other units. My point on this particular system is that it necessitates a laptop, fuel maps to download, a dyno, and a Mustang computer (which has its limitations), and sometimes a piggy-back computer chip due to those limitations. The Mass-Flo system's advantage is being arguably more efficient, since it works like the OE system, and sprays fuel directly into the cylinders. The drawback is that it's not very user-friendly, requires all the components I mentioned above, and it's somewhat outdated technology (which still works, of course) when compared to the stand-alone units of today.

Hope you've been putting a lot of miles on your Roadster.

Carlos

[Mustang Man]

I would say only a really radical engine would need a piggyback like a twEECer. Chris usually does a great job of getting a tune/chip right with enough engine specs. Mine came with a chip already installed for my cam specs, CID, injectors, etc. and runs perfectly. Yes, it's "old" tech, but for many combinations it runs well.

I actually had the car out to a cruise night two weeks ago and it looks like I'll be driving it Thursday to our open house.

Mark

[Carlos C]

Mark:

Totally agree. Mine is pretty radical, and the A9L computer could not handle the parameters, so I had to rely on the TwECCer. I wonder if there's anyone in our area that has a dyno and knowledge on programming this old chip.

Carlos

[mike forte]

Hi Dave,
The Edelbrock 35410 is a direct port EFI system that willl work well on a 427-W. I can easily compete with the Summit price.

http://www.summitracing.com/parts/edl-35410/overview/

Call me if you have any questions.

Mike Forte
Forte's Parts Connection
40 Pearl Street
Framingham, Mass. 01702
mikeforte302@gmail.com
508 875 0016
www.fortesparts.com
http://www.facebook.com/home.php?#!/...?v=info&ref=ts
The Early Ford & FE Tremec were also originals from Mike. The Mustang firewall adjustable quadrant kit also is an original from Mike. His latest developments are external slave clutch release conversions & cable release conversions too.
Tremec Elite Distributor for: T-5, T-56, T-56 Magnum & TKO-500 & TKO-600
TKO-500 & TKO-600 Midshifter, Front shifter, offset Corvette shifter and more...
A REAL SPEED SHOP with parts, price & knowledge....
Est: 1981 selling & building performance parts to build your dream car...
FORD RACING & QUICKTIME DISTRIBUTOR. NEW 5 LUG AXLES & BRAKE KITS & NEW 8.8\" REAREND IN BOTH IRS & FOX AXLE.

[Mustang Man]

FYI, the new Edelbrock E-Street EFI is also going to come out with a port injection setup using one of the old Pro Flow intake manifolds. So it will offer the best of both worlds-direct port EFI and the tenability of a wide-band TBI system.

Just a thought...
Mark

[Carlos C]

FYI, the new Edelbrock EZ EFI is also going to come out with a port injection setup using one of the old Pro Flow intake manifolds. So it will offer the best of both worlds-direct port EFI and the tenability of a wide-band TBI system.

Just a thought...
Mark

That would be awesome! I wonder how much more it will cost. It would definitely extract more power out of the engine, especially when using power-adders.

David, this might be the system to buy, as long as they keep the price below $4K.

Carlos

[Rscocca]

My .02-- I tried the Fast EZ EFI but did not like the fact that you cant adjust they system, it just learns from there programmed parameters. I currently use Wayne's Stacks with Fast XFI sequential injection. Works real nice and is easy to tune. Most dyno tuners are comfortable with it.
The only draw back I can find from Fast is that they only use 1 o2 sensor. Now the new Holley Dominator sytem has the option to read and adjust from 2 o2 sensors, this eliminates the worry that the other bank is running leaner or richer the the monitored side.

[2FAST4U]

http://morrisonoz.com/FordManifolds.html

[Mustang Man]

Slight correction, it's Edelbrock E-Street EFI, not EZ EFI (that's FAST). My apologies. And yes, it is later this year and not on their website yet. Basically their current Pro-Flo EFI manifold but with the E-Street ECU, wiring, and tablet.

Looks to be the ticket you're looking for...

Mark

[Lynnhowlyn]

I went with the MSD "Atomic" - and so far it's been very simple .... install and run.

No muss, no fuss - and very good drive-ability (although in truth, I'm certain it's still in self learning mode)

And with an oval "Cobra-style" air cleaner, it looks very much like an old school carb installation.

HTH

Lynn

[Bluesman]

I also have an Atomic MSD and so far I like how it runs but I haven't really given it much of a test drive. The nice part is it looks like a carb. and when you hit the key it starts right up!

26738

26739

[BobsMK4]

I went with the MSD "Atomic" - and so far it's been very simple .... install and run.

No muss, no fuss - and very good drive-ability (although in truth, I'm certain it's still in self learning mode)

And with an oval "Cobra-style" air cleaner, it looks very much like an old school carb installation.

HTH

Lynn

Please attach a picture of the O2 Sensor location. On a MK4, it needs to be after the 4 into 1 header. Is this where you installed yours?

Thanks,
Bob Safran

[Lynnhowlyn]

Apologies for taking so very long to get back to you. Life issues had to be dealt with ...

Here's a couple shots of my O2 sensor install location. Two from underneath - a bit dark, but hopefully still useful. And one from above during the build ...295122951329514

Hope that helps.

Lynn in St George

[Blue MK3]

Lynn, I considered the MSD for the same reason as you; with the air cleaner on it looks like a carb (which I wanted). Ditched the idea of FI because everything I read said to install the O2 sensor above the horizontal and after the headers were collected into one pipe. That would have caused serious body interference (inside installation) or visibility/interference issues (on the outside). Have you had any issues with the low placement of the sensor?

[David Hodgkins]

I'm STILL undecided! Quick question: Will the FFR supplied hard line/soft lines work for FI?:

http://thefactoryfiveforum.com/attachment.php?attachmentid=29535&d=1401375402

My first build used braided lines with AN fitting into the hardlines. This line? I don't know. Will it hold 40 psi?

:)

[Carlos C]

I'm STILL undecided! Quick question: Will the FFR supplied hard line/soft lines work for FI?:

http://thefactoryfiveforum.com/attachment.php?attachmentid=29535&d=1401375402

My first build used braided lines with AN fitting into the hardlines. This line? I don't know. Will it hold 40 psi?

:)

David:

The hose has to be graded for fuel/oil, or you'll eventually have a ruptured hose. They have a teflon coating, which keeps petroleum from eating through the rubber. These hoses should be stenciled with their max PSI capability, as well as graded for fuel/oil.

The FFR-supplied hard lines and hoses are good for fuel injection, and will stand the 40 - 50 PSI that the regulator keeps the system at. The only thing you need to keep in mind is how much HP you plan to extract out of the engine. The more HP, the more fuel (and bigger injectors, if you're running a MPFI) you'll need to accomplish this. Even if you decide later to install a power adder (including nitro oxide), you'll need to upgrade your fuel system, starting from the pump and filter, down to the lines. If memory serves me right, I believe that the sizes of the FFR-supplied lines are only good enough for up to 350 HP. If you plan to keep it below that threshold, you're fine with what came with the kit.

As an example, my donor was putting out 600+ HP at the wheels. I ran an external Aeromotive A-1 pump and filter, -10 hose (5/8") from the pick-up tube to the pump, -8 (1/2") from the filter to the engine, -6 (3/8") from the regulator back to the tank, and 50 LB injectors. Although I could have used slightly smaller injectors, I wanted some room for improvement, for when I added more boost. All the hoses were marine-graded, petroleum-safe, and fire retardant units. I didn't use any hard lines whatsoever. I never had a problem with my fuel system. Hope this helps.

Carlos

[Lynnhowlyn]

Lynn, I considered the MSD for the same reason as you; with the air cleaner on it looks like a carb (which I wanted). Ditched the idea of FI because everything I read said to install the O2 sensor above the horizontal and after the headers were collected into one pipe. That would have caused serious body interference (inside installation) or visibility/interference issues (on the outside). Have you had any issues with the low placement of the sensor?

Nope - no issues. As seen in the pictures I posted (post #37 this thread), no interference with the body and you sorta have to look for the O2 sensor/wire when the body is installed and painted.

Most people see how great the completed car looks - the colors and such rather than looking for those kind of details.

I'll attach a couple of pics of the passenger side of my completed car - one as sort of a close up, and the 2nd from a bit higher. As you'll see, it's difficult to even see the O2 senor wire unless you are really looking for it. NAd the O2 sensor itself is pretty much completely hidden.
2975629757

HTH

Lynn

Here's a couple pic's of the

[Carlos C]

Lynn:

It is recommended for the O2 sensor to be mounted at no more than 18" from the head, in order for it to sample the exhaust while it's still hot. On the Coupe and Roadster, that would put the O2 sensor in the manifold, sampling only one cylinder, which is not optimal. Your O2 sensor is sampling the whole bank, but it's also much further out than 18".

Do you have any issues with the engine, such as loss of power, hesitation, poor fuel economy, puffing out black smoke out of the exhaust when hitting the gas, or the "Check Engine" light coming on? Thanks.

Carlos

[Lynnhowlyn]

Good morning Carlos -
Due to difficulty in accommodating both factors you listed - wanting the O2 sensor to be able to "read" more than one cylinder and be within 18 inches of the head - my engine guy spent a fair amount of time on the phone with MSD, and the sensor ended up where you see it.
No problems have been encountered with starting, driving, engine responsiveness, no black puffs of smoke from the exhaust, and no check engine light issues (the MSD system does not have one), Fuel economy has not been an issue either since it's mostly controlled by my right foot.
I couldn't ask for anything more.

HTH

Lynn

[Carlos C]

Lynn:

Thanks for the info. I'll probably have bungs welded onto both headers and both exhaust pipes, see which position works better for the computer, and plug the bungs not used.

Carlos