Tech; 8ba, 4x2 intake, 94's covering fuel injectors & using pcv valve (part 2)

Wow in part 1, I posted all 35 pictures and comments and then found out 20 was the max so here is the rest


Here are the injector terminals installed, tehy may have to be relieved a little here and there when installing everything







I used 1/2" EMT over the fuel rail to hold it onto the injectors, the EMT is cut to the height of the bowl and glued in with "GOOP" also the carb top holds everything together



Another view



This shows how the old fuel inlet was milled off and the inlet tube centered in the hole, the tube must be cut & bent to this position when you were making the fuel rail, the tube end must be smooth and rounded to slip inside the o ring without cutting it, I used a little oil on the external screws because I had it apart and together so many times



Fuel inlet fitting, I used a 45 degree because it fit into the lath chuck for the o ring groove work



Showing the o ring grooves, I used 1/4" tubing to the fuel rail and 5/16" to each carb



I am using a crankshaft trigger ignition so I gutted and modified the old distributer fo the hall effect sensor and wheel which is used for the full sequential injection











The choke rod and arms are not functional but looks like they are, I am using the rear carb choke arm as a fast cold idle with a choke cable hidden inside the car



Using a K&N air filter




I wanted to use a pcv valve and the older manifolds do not have the road draft tube hole so I drilled one and made an offset adapter pipe to go from the 8ba internal tube from the crankcase to the pcv valve











All together but the throttle linkage is complete yet, I used the internal accelerator springs but also a double external throttle return spring



I have started it a coupe of times but still work to do in the software bin files for the full sequential setup. I thought I might have it finished for tech week but to many things going on and still working on the brackets and belts. The fuel is set at 43 psi and no leak. If you read through all two parts of this post thanks. Forgive the mistakes, I know they are there.

Vergil

 

What a fine job.Woke up and seen this, cool way to start day.

 

Excellent tech and thanks! I love machine work

 

freaking beautiful, thats some fantastic engineering you got going on.

 

Very nice work.
However: since the carbs are obviously not going to be converted back to conventional operation, why didn't you just through-bore the venturis to throttle disc size?

 

great tech what PCV valve did you use and do you have a part number thanks

 

Bravo, my boy. BRAVO!

 

Hello..WOW..I appreciate creativity and construction. Applause to you..I would feel proud if I built that..
Keep us informed how it performs on your Flattie..
How would that work on a no plenum intake. 4x2, staggered..Like the old Jim Lattin intakes..
Thanks
Duane.

 

Vergil

Thank You.

Exellent Tech.

When I saw your adjustment to the venturies I thought of the Weber Card changeable "Throats". Each Model Weber has several throat bodies that have different size venturies.

 

Man that's awesome tech.

 

Pt 1:
http://www.jalopyjournal.com/forum/showthread.php?t=247554

 

Thanks for the kind words, appreciated

[Panic
Very nice work.
However: since the carbs are obviously not going to be converted back to conventional operation, why didn't you just through-bore the venturis to throttle disc size?]

I don't know how the venturies will work out or what size is best or maybe straight bore to throttle plates. I figured I would start with the 3/4" and pull them out if needed, I hope I don't have to open them up all the way but will see after a while playing with it.


[Dirthawker 1313
what PCV valve did you use and do you have a part number thanks]

I got the pcv valve from NAPA part # 2-9301 for a '90 Jeep Wagoner L6


[strombergs97
How would that work on a no plenum intake. 4x2, staggered..Like the old Jim Lattin intakes..]

Duane I am not familiar with Jim Lattin intake sorry, but the MAP sensor (manifold air pressure) needs to read the intake manifold vaccum to tell how much load the motor is under and a common plenum gives a good reading from all cylinders, each port could be tapped into and hooked to a common point to read the vaccum. I'm sure there are better answers than this and maybe someone can tell it as it should be.

Vergil

 

Any updates on this, Vergil?

 

Thanks for asking Flat Ernie. It is running really good, a few days ago I installed 2, 10k ohm potentiometers in a small panel under the lower dash lip for fuel trim (+ or -) and also timing trim (also + or -) which can be tweaked while driving. It should have been one of the first things I installed. I have removed the venturies, so that was a lot of work for naught. I also altered my accelerator pedal linkage, it now moves the throttle slow off idle up to about half throttle and then it moves the throttle fast which fixed the off throttle problem of slowly opening the carbs from a stop sign. I am very pleased with how it turned out. The only drawback would be my lack of knowledge on the tuning of it. A lot of bin files loaded and changed but I now understand most of what I am doing but still some shooting in the dark which has worked oaky. I haven't done a mpg yet so can't give any numbers there.

Vergil

 

It's a very cool setup - glad to hear it's working out well.

 

Are you using Megasquirt ?

 

I'm speechless.

 

I am using Electromotive Tec3r. It controls the fuel injection and also it controls the crank trigger ignition.

Vergil

 

whoa!

 

Unreal-I am still trying to learn how to use a hammer. Simply incredible.

 

any new updates?

 

It is running great but does a person ever leave well enough alone? The 4X2 intake I am using has equalizer runners between each port which are aprox. 3/4" cross sectional. This does not give a true one port per cylinder configuration because of the pulse waves traveling back and forth between the ports. I have picked up another intake just like the one I am using now and have blocked off the equalizer runners between the ports which will give it a true injector per cylinder. It will be another learning curve for me on setting it up due to the poor vacuum readings at low RPM that the MAP and fuel pressure regulator need. I think I have figured out how to get it all working but surprises always jump out and grab me. This will be a winter project when the bad weather hits. I will probably open the carburetor ventures up as much as I can which was suggested. As for how it drives in town I am more than pleased with the throttle response it has thanks to finally figuring out how to slow down the opening of the carbs coming off idle and using more TPS blend with the MAP. I checked the gas mileage the other day and it was 17.9 mpg but hope to improve it with the winter modification. Thanks Lonewolf for taking the time to ask.

Vergil

 

What about a staggered 4x2 intake, one carb will feed two cylinders??????
Duane.

 

Duane I have never had the opportunity to look at the staggered 4X2 intake, sounds like it would work though, I had the inline 4X2 intake hanging on the wall for years and decided to use it. If I had known about the staggered intake and known a lot more about fuel injection when I started I would have looked into it for sure. Thanks for bringing the staggered intake to my attention, good info to know, thanks again.

Vergil

 

Absolutely fantastic.

That looks like a V-12 Jag air cleaner element.

I can't wait to see the power, driveability and fuel economy you get. Should be perfect!

 

Vergil----How do you like the Electeomotive Tech3r control ????? I have used the Windtech- Have always though their is a better one out there??

 

I really like it ...... now. It can do so much I was overwhelmed when I started. I can now change the settings and know hopefully what I am doing. The more I work with it I can truly say it is a very good unit and the capabilities built into it I will never be able to use on my na flathead. This is my first fuel injection motor setup and was very in the dark on setting it up. There is a forum for the Electromotive http://www.electromotivegroup.com/ that has started up and some great information there.

Vergil

 

Here are some schemes and dreams that have been running around my evil little brain ever since this Homebrewed electronic fuel injection stuff started showing up here.

I like the 4x2 manifold to mount stacks to to be used in conjunction with the modified block that mounts the injectors deep in the valley.
The four piece injector unit is an old Hilborn unit from a Caddy that has alot of potentional as a model/modded unit for a flatplate mount.
And the Tall Stacks are VW units that would look pretty cool.
Whatever it ends up being will be providing air/fuel for my Daily Driver 48 Ford Panel Truck

Dick

 

Thanks for the pictures Dick, I have tried numerous times, ways to mount injectors straight into the port and the engine you show is the answer, not that I could do it but what a great job installing the injectors. That will be a killer setup when finished.

Vergil

 

Just caught up with your post on the carbs converted to EFI. I wondered why you still had venturis in there when they serve no purpose with injection, but I see they are out now. I too had to make a slow-opening throttle linkage to soften initial response with my EFI setup, most OEM systems are like this. I first put a PCV system on a flathead 30 years ago but later removed it as I blamed it for heavy carbon buildup on the backs of the intake valves. That didn't fix the problem, but putting seals on the intake valve stems did, so the PCV is now reinstated.