Readers Rides

[Bill usn-1]

Nice rig but we want to see the EFI!!!

[cadpwrdscout]

Fixed it...EFI pics now...thx

[84cruiser]

Well, finally I got around to posting some pics of my tbi. All pretty self explanitory. I built the intake out of a piece of 6inch exhaust and plumbed a 3inch tube to a cone filter at stock inlet position.

[Bill usn-1]

Looks as good under the hood.

Couple things noticed..

temp sender adapter looks to be above the thermostat...may make it cold blooded till the stat opens.
You may want to drill a couple bypass holes in the outer ring of the stat to allow some flow when closed.

and
HEI distr...it was the later model with the 7pin module right...if so can you post a pick of the inside?

Thanks.

[84cruiser]

Here is the camoflaged FJ60 that is FI'd. The other FJ60 and the F-250 are my next victims, although the ford doesnt need any help with power, I could use a little mph help though!!

Oh ya. Check my sweet bumpers I built this winter.

[Bill usn-1]

My son just sold his 65 ford. It had the 352. I was just getting read to FI it.
I hated that old manual choke on the dash!!

[cadpwrdscout]

Thanks....yep she's very cold natured....idles sorta high when cold...The dizzy is out of an 82 cadillac that had the 368 motor..it was cadillacs version of cutting off cylinders at cruising speeds so it would go from 8 to 6 to only firing on 4 cylinders on the highway but was analog so it didn't work very well and the dizzy's are hard to find...only seen two in all my Junkyard trips.....its a regular 7 pin though. Thought it made for a clean install on that big ole motor.... I will get you a pic tomorrow...

[cycomick]

Hey All,

Would like to share my latest project on the Scout.
4 Barrel, Multi Point Fuel Injection fitted to the V345. (Replacing the reliable, but kinda-horrible 2BBL Holley)

The basics:

- Used & Cleaned Up V392 4 Barrell Manifold
- Above Iron manifold machined to suit 8 x Injectors
- New Bosch Magnetic Reluctor Distributor
- Aussie GM Delco 808 ECM fitted with RT board, using Kalmaker Software
- Injectors from locally produced GM Holden 5 litre V8 (similiar to Chev)
- Aussie-made progressive throttle 700CFM 4 Barrel Throttle Body
- Custom made fuel rails from off-the-shelf rail extrusion
- Custom made air filter adapter using locally cast high-rise adapter
- Re Zinc plated and modified throttle linkages, suit 4 barrel throttle body
- Engine Bay mounted Fuel Surge Tank, fed by mech fuel pump
- High Pressure External EFI fuel pump (Engine Bay Mounted Below Surge Tank)
- Cut & Shut Wiring Harness from 2.0MPFI 4Cyl Holden Camira
- Modified LHS exhaust collector for 02 sensor
- GM Camira / Chev TPI Igntion Module & Coil (EST, Ref, Bypass)
- All sensors etc sourced from garden-variety GM product
- VSS (2 pulse) sourced from GM VN Commodore. Goes straight into the side of the 727, just needed to source a gear from Auto Trans Shop$ 20. Offset Drive speedo housing already in the transmission, just not used! Speedo driven from t-case as per factory.

I have this evening just had the engine running smoothly at idle after some fiddling about. The software and ECM im using is a realtime version of the GM Delco 808 product called Kalmaker. Check it out on the internet.

Biggest PITA of this whole job was the maching of the manifold. I would like to speak to anybody that has managed to do this on the vehicle as I have read in previous posts! Maybe it was just this manifold, but the material was very much HARD. Perhaps it was work hardened from hot/cold/hot/cold/hot/cold not sure, but a BIG THANKS goes out to my mate Stuart who did the machining on the iron manifold on his milling machine. Nothing is too hard for him and I cannot speak of his machining and general workmanship highly enough.

I decided to run a one-litre surge tank up front, fed by the stock mechanical pump. Fuel then flows directly down hill into A high pressure pump (mounted in a nice spot to keep cool) which pumps fuel into the rails, thru a stock GM pressure regulator, which then overflows back into the surge tank. This way the surge tank is always kept topped up. At the top of the surge tank is a return line back to the main fuel tank at the rear of the vehicle. This keeps the fuel high-pressure line very, very short. The challenge will be keeping things cool.

Reason for going MPFI is simple. TBI is not common here. Suitable parts are not common in Oz. MPFI is very common since the late 80's. Plus I like the bling factor and the fact that it's a dry manifold with high pressure fuel being squirted directly into the port, rather than over the throttle blades and across throughout the walls of the intake manifold. Besides, as it turns out, the factory manifold is almost MADE FOR MPFI!!! It has cast-in injector bosses that require some machining. This is the only V8 manifold I have ever seen like this. Even the fuel rails clear the factory-stock auto kickdown linkages and brackets....

Why go 4 barrell when 2 barrel flows plenty? Because I believe it's not all strictly about CFM rates. Weather it's air speed and port velocity, im not sure, but I have spoken to many people here that have each run different combinations in their 345's, in different types of vehicles, of differing weights and driveline combo's - and each tell me that a properley setup 4 barrell with primaries opening around 35% before secondary butterflys start to open is the way to go. The difference being like night and day. Time will tell once I get this setup properley running.....

Will keep you posted....



(Throttle Body and Linkages)




(Air Cleaner High-Rise Adapter)




(Fitted Up with no wiring)




(Blank Rail Stock & Injectors)




(Holes & Retaining Threads Machined)




(Machined Hole)




(Work In Progress)




(The V392 Manifold as I bought it)

[DaBeast]

Nice job on the MPFI. I've exchanged messages with you on another website I go by the name of Devildiablo13 or simply Moe. Thanks for the heads up with this post... cheers!

[EagleMark]

Originally Posted by cycomick

Why go 4 barrell when 2 barrel flows plenty? Because I believe it's not all strictly about CFM rates. Weather it's air speed and port velocity, im not sure, but I have spoken to many people here that have each run different combinations in their 345's, in different types of vehicles, of differing weights and driveline combo's - and each tell me that a properley setup 4 barrell with primaries opening around 35% before secondary butterflys start to open is the way to go. The difference being like night and day. Time will tell once I get this setup properley running.....

It's called Volumetric efficiency and the reason tuned port systems work so well with a plenum...