DIY_EFI Digest Thursday, February 10 2000 Volume 05 : Number 059 In this issue: Re: Carter fuel pumps Re: 4 bar MAP sensor Re: DIY_EFI Digest V5 #57 Re: Holley TBI Injectors VS Pressure Re: DIY_EFI Digest V5 #57 Re: Fuel pump and pressure regulator recommends Chevy 350 engine question/problem mystery See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Wed, 9 Feb 2000 09:41:49 -0600 From: "Shane Buss" Subject: Re: Carter fuel pumps I am still trying to select a good pump for my 355 TBI.. Let me know what you decide... my pump needs to support up to 400hp and 20psi Shane - -----Original Message----- From: Darren Floen To: diy_efi@xxx.org> Date: Wednesday, February 09, 2000 2:15 AM Subject: Carter fuel pumps >Hey all,can anyone tell me the specs of this pump? Carter P74017. >I still need a pump for my 4.3 TBI swap,and i've had this one kicking >around...just wondering if it'll supply enough pressure. > >Also,i was told that my stock 45 PSI Toyota in tank pump will work,with >a ballast resistor or two in the power line..since the TBI has a >regulator.Will the excess fuel by-passing the injectors cause problems >for me?It'd be nice if i could use the Toyota pump,since its only a year >old.... > >Thanks all,this list has helped me alot...and i'm learning alot from it. > >Please reply to : dfloen@xxx.net >-- >Darren Floen >Thunderbay,Ontario > >85 Toyota 4x4 Xtracab 4.3 TBI TH350 >6" Custom lift,RS 9012's,Detroit+True Track >5.29's,Crossover steering,35" Boggers,glass bed >"Lotsa dents and scratches" > >79 Dodge 'Lil Red Express Truck >Pro Street/Strip,500" Big Block >back halved,ladders n' coilovers >33x19.5 MT's.....Not done yet >"Ex Street Stormer,Boulevard Bully" >--------------------------------------------------------------------------- - - >To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) >in the body of a message (not the subject) to majordomo@xxx.org > > - ---------------------------------------------------------------------------- To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) in the body of a message (not the subject) to majordomo@xxx.org ------------------------------ Date: Wed, 9 Feb 2000 09:25:17 -0700 From: bearbvd@xxx.net (Greg Hermann) Subject: Re: 4 bar MAP sensor I heard that Motorola also has some >new pressure sensors that go up to 150 psi, but I don't think you'll be >running that much boost. On purpose. > Don't think Grumpy would, in a heartbeat, eh??? - ---------------------------------------------------------------------------- To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) in the body of a message (not the subject) to majordomo@xxx.org ------------------------------ Date: Wed, 9 Feb 2000 11:23:09 -0800 From: "Walter Sherwin" Subject: Re: DIY_EFI Digest V5 #57 Shane; The #85 injector that I mentioned below is in fact the same thing as what is oft referred to as the "#80" injector. In either case this is the injector which comes standard from Holley in the 900 CFM 4bbl TBI, injector P/N 250R-51A, service P/N 522-26. The #85 actually flows about 85 pounds per hour of fuel @ 15psig (Holley's rated pressure). It will slip into your smaller TBI injector housing pod. When four of these injectors are housed and fed via the pod passages, and driven via four 4/1 amp P&H drivers, you can usually get about 310 pounds per hour of maximum fuel flow. I would aim to calibrate your setup at a pressure somewhere between 12-15psig. Any less pressure, and the injector spray quality is really "globbery". 15-18psig will get you more volume, which in your case you don't need. Over 18psig, and you risk hydraulic shut down of the injectors. I don't know if you intend to purchase new or used injectors, but here's a tip that will save a lot of headaches when either buying used, or performing regular maintenance at a later date. Measure the resistance of each of the four injectors, from the very tip of one terminal post to the very tip of the other terminal post. The spec is 1.3 ohms +/1 0.1 ohms. Now measure the resistance of the same injector, from the cylindrical collar that appears to sheath the terminal post to the other collar around the other terminal post. The resistance should be identical to what you just measured above. If not, there is an electrical resistance and/or break between the collar and the terminal post somewhere. If you look at the mating connector, you will see that the connector terminals engage over the outsides of the collars, and that current must flow through the collars in order to enter the terminal posts and windings of the solenoid. I've been caught by this a couple of times myself. Sometimes a dab of solder at the collar/post interface will fix this problem. Sometimes not. Walt. Date: Tue, 8 Feb 2000 17:35:02 -0600 From: "Shane Buss" Subject: Re: Holley TBI Injectors VS Pressure about about the 80# injectors? i'm about to get some of those - - -----Original Message----- >Shane; > >The Holley B2 TBI injectors do not typically like a lot of static fuel >pressure. I have never tested the #65's myself, but I have extensively >tested the #85's on my flow bench. According to what I've read & heard, >both are constrained by the same limitations. The basic problem is >associated with the fact that the internal ball and pintle rod are >magnetically "coupled", and that the internal hydraulic differential forces >(a product of increased fuel pressure) can become sufficient to separate the >two elements and cease flow entirely. > >With a 4/1 amp driver, the #85's are happy puppies at 15psig when hot. >Roughly 18psig is the upper hot operating limit, with same. Cold, on the >bench, the #85s will operate irregularly above 20'ish psig and will >completely shut-off at 26psig. - ---------------------------------------------------------------------------- To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) in the body of a message (not the subject) to majordomo@xxx.org ------------------------------ Date: Wed, 9 Feb 2000 11:32:51 -0800 From: "Walter Sherwin" Subject: Re: Holley TBI Injectors VS Pressure Darn.....the post entitled "Re: DIY_EFI_Digest V5 #57" should have had a title of "Re: Holley TBI Injectors VS Pressure". Sorry guys. Walt. - ---------------------------------------------------------------------------- To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) in the body of a message (not the subject) to majordomo@xxx.org ------------------------------ Date: Wed, 9 Feb 2000 10:38:11 -0600 From: "Shane Buss" Subject: Re: DIY_EFI Digest V5 #57 Very good information.. Holley calls these injectors 80#, but you are saying they are actually 85. Good to know. I'm going to use 2 of them on a 670CFM unit. I decided against the 700cfm unit or 900cfm unit because i think they are overkill. Do you know what the stock fuel pump off my 92 firebird 305 tbi can support as far as the holley 670 with 85#? Thanks, Shane (currently 2-65# injectors. 8.75 in the 1/8 running lean, 225 crap tires, dying tranny) - -----Original Message----- From: Walter Sherwin To: diy_efi@xxx.org> Date: Wednesday, February 09, 2000 10:30 AM Subject: Re: DIY_EFI Digest V5 #57 > >Shane; > >The #85 injector that I mentioned below is in fact the same thing as what is >oft referred to as the "#80" injector. In either case this is the injector >which comes standard from Holley in the 900 CFM 4bbl TBI, injector P/N >250R-51A, service P/N 522-26. > >The #85 actually flows about 85 pounds per hour of fuel @ 15psig (Holley's >rated pressure). It will slip into your smaller TBI injector housing pod. >When four of these injectors are housed and fed via the pod passages, and >driven via four 4/1 amp P&H drivers, you can usually get about 310 pounds >per hour of maximum fuel flow. > >I would aim to calibrate your setup at a pressure somewhere between >12-15psig. Any less pressure, and the injector spray quality is really >"globbery". 15-18psig will get you more volume, which in your case you >don't need. Over 18psig, and you risk hydraulic shut down of the injectors. > >I don't know if you intend to purchase new or used injectors, but here's a >tip that will save a lot of headaches when either buying used, or >performing regular maintenance at a later date. Measure the resistance of >each of the four injectors, from the very tip of one terminal post to the >very tip of the other terminal post. The spec is 1.3 ohms +/1 0.1 ohms. >Now measure the resistance of the same injector, from the cylindrical collar >that appears to sheath the terminal post to the other collar around the >other terminal post. The resistance should be identical to what you just >measured above. If not, there is an electrical resistance and/or break >between the collar and the terminal post somewhere. If you look at the >mating connector, you will see that the connector terminals engage over the >outsides of the collars, and that current must flow through the collars in >order to enter the terminal posts and windings of the solenoid. I've been >caught by this a couple of times myself. Sometimes a dab of solder at the >collar/post interface will fix this problem. Sometimes not. > > >Walt. > > > >Date: Tue, 8 Feb 2000 17:35:02 -0600 >From: "Shane Buss" >Subject: Re: Holley TBI Injectors VS Pressure > >about about the 80# injectors? i'm about to get some of those > > >- -----Original Message----- >>Shane; >> >>The Holley B2 TBI injectors do not typically like a lot of static fuel >>pressure. I have never tested the #65's myself, but I have extensively >>tested the #85's on my flow bench. According to what I've read & heard, >>both are constrained by the same limitations. The basic problem is >>associated with the fact that the internal ball and pintle rod are >>magnetically "coupled", and that the internal hydraulic differential forces >>(a product of increased fuel pressure) can become sufficient to separate >the >>two elements and cease flow entirely. >> >>With a 4/1 amp driver, the #85's are happy puppies at 15psig when hot. >>Roughly 18psig is the upper hot operating limit, with same. Cold, on the >>bench, the #85s will operate irregularly above 20'ish psig and will >>completely shut-off at 26psig. > > >--------------------------------------------------------------------------- - - >To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) >in the body of a message (not the subject) to majordomo@xxx.org > > - ---------------------------------------------------------------------------- To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) in the body of a message (not the subject) to majordomo@xxx.org ------------------------------ Date: Tue, 08 Feb 2000 20:03:55 +0000 From: Ade + Lamb Chop Subject: Re: At 09:05 08/02/00 -0800, you wrote: >Bill...not sure who you intended this for...but herre you go... > >SBC 882 heads are thinwall smog castings with a smog-compromised intake runner >(it's partially blocked in a attempt to promote swirl)...as they're prone to >cracking in-between the valve seats they are unfortunately not very desirable... > >The 993 head is probably the best open-chamber (76cc) iron SBC head in that >it's a thickwall casting and it has non-smog intake runners... > >A dated but good book would be "How to Build and Modify SBC Cylinder Heads" by >"David Vizard"... "DV" is considered God on the Mini-list... His book on tuning the A series is VERY good. I always throught is was a mini only type of guy... Ade - ---------------------------------------------------------------------------- To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) in the body of a message (not the subject) to majordomo@xxx.org ------------------------------ Date: Wed, 9 Feb 2000 11:36:35 -0800 (PST) From: Clay B Subject: Fuel pump and pressure regulator recommends Anyone have suggestions on which model of pressure regulator to purchase? Should be adjustable, manifold pressure referenced, up to 70 psi, and physically compact would be great. Also need to get a 70 psi, 100 GPH fuel pump. Any recommends on quality mfg's appreciated. - - Clay - ---------------------------------------------------------------------------- To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) in the body of a message (not the subject) to majordomo@xxx.org ------------------------------ Date: Wed, 9 Feb 2000 12:29:25 -0800 From: "Stowe, Ted-SEA" Subject: Chevy 350 engine question/problem mystery sorry to bust in with just a average engine problem but the smartest guys I know are on this list, so what can I say ? I have a 350/350th in my jag xj6. it is a '010' block, the best that I can tell, it's a 72/73 era engine, possibly out of a chevelle or a monte carlo. when I got it, it seemed to have a miss and stumble at idle, not unlike an engine with a cam. a rough idle to be sure. since then, I've put rebuilt heads on it, I dumped the 2bbl rochester and cast iron manifold, and put a new edlebrock quadrajet and a performer on it. I also put a pertronics point replaclement gizmo in the distributor, and an msd coil. I did have a problem with the new carb and I sent it back to edlebrock to have them fix it. I have checked for vacuum leaks and have closed off all of the vacuum lines, but the stumble or rough idle is still there. I adjusted the lifters properly, each one seemed to work fine, I did put roller tip rockers on it. compared to when I got it, the engine is smoother, but it still has this roughness, it gets better at higher rpms. but it is rough enough to make me put it in neutral instead of leaving it in drive at lights. a test taking one plug wire off at a time from the distributor tells me that at idle each cylinder has a similiar effect to the next. this has dual exhaust, fairly new wires, a good looking cap/rotor. the gas mileage is awful, granted I don't have my ideal rear end ratio, (it's 3:54) right now, and that doesn't help, but I am getting about 7 mpg. so something isn't right. The plugs tell me that it's running rich all the time. however from a standing start the car has lots of power, it pushes the heavy jag right out, it's very impressive, if the power was awful I'd have a better idea as to what's up. I never took the timing case cover off to see if the chain is loose, I should of done that when I had the engine out. does anyone have any ideas ? thanks, Ted NOTICE: This communication may contain privileged or other confidential information. If you are not the intended recipient, or believe that you have received this communication in error, please do not print, copy, retransmit, disseminate, or otherwise use the information. Also, please indicate to the sender that you have received this email in error, and delete the copy you received. Thank you. - ---------------------------------------------------------------------------- To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes) in the body of a message (not the subject) to majordomo@xxx.org ------------------------------ End of DIY_EFI Digest V5 #59 **************************** To subscribe to DIY_EFI-Digest, send the command: subscribe diy_efi-digest in the body of a message to "Majordomo@xxx. A non-digest (direct mail) version of this list is also available; to subscribe to that instead, replace "diy_efi-digest" in the command above with "diy_efi".