Want 8 stack EFI

Dave Bilyk

Dave Bilyk
Supporter
My 302 currently has a Holley with Edelbrock rpm performer heads, manifold and cam. I am considering converting to EFI. What are my options here in the uk, I can prepare and fit myself, preferably a complete kit, but don't mind the work providing I get the right bits. I know that Mike Huddart is uk supplier for Borla, so will contact him. Any other sources, or anyone got anything lying around? :)
Dave
 
Dave,

I have had great success with Autotrend EFI, Dave Erlich northern California.will even put a wiring kit together and ship to you.
 

JimmyMac

Lifetime Supporter
Dave,
How about Jenvey ?.
I went this route a long while back but swayed to Italian Webers in the end.
There are a lot of excellent packages out there now but let me know if you fancy the Jenvey 48 Twins as I still have these throttle bodies and a Cobra manifold unused somewhere.
 

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Andy Sheldon

Tornado Sports Cars
GT40s Sponsor
Dave

We sell the inglese system as a complete package which is available as a self tuning system that does not need mapping on a rolling road.

Thanks

Andy
 
When the self mapping systems first came out(after I purchased my 8 stack) they included a caveat. The initial tune was good enough to crank the engine. Then the driving would do the rest up to a certain point. As all the conditions of driving were impossible to cover, so they recommended that a final tune, say around 6 months or so be done on the dyno. Is that still recommended?

Bill
 
Hi Dave,
It sounds like I’ve got a similar base engine to you (302 with Edelbrock rpm performer heads and cam) with an 8-stack set-up based on a Ingelse inlet manifold and AT-Power IDA style throttle bodies. I ditched the distributor and use a wasted-spark ignition (which uses 2 standard Ford coils) and it’s all controlled by a Typhoon ECU from Specialist Components. Apart from the inlet manifold, which I imported from the US, everything else came from the <?xml:namespace prefix = st1 ns = "urn:schemas-microsoft-com
><st1:country-region w:st=
<st1:place w:st="on">UK</st1:place></st1:country-region>. The system works really well, giving the performance, fuel economy (20mpg on a run) and most importantly the visual effect as desired<?xml:namespace prefix = o ns = "urn:schemas-microsoft-com<img src=" /><o:p></o:p>


Whilst you’ll have to upgrade all your fuel system, don’t overlook the alternator, as the ECU, injectors, high pressure pump & potentially coils will require an additional 15-20 amps over your current system <o:p></o:p>

The attached photos are Tony Brown’s engine, which I built for him and is effectively a clone of my engine<o:p></o:p>

PM if you want to chat further about it<o:p></o:p>
Regards,<o:p></o:p>
Andy<o:p></o:p>
 

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Dave Hood

Lifetime Supporter
I use the system from Eight Stack, based in Ohio. Their 302 induction system is at:

Eight Stack Injection- 289 302 347 Systems

I've used this system for 5 years and have put more than 10,000 miles on my car. Runs great, and I think it looks the closest to the original Weber carbs.
 

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i fitted the Speedmaster 8 stack set up on my LS engine, 52mm throttle bodies, bearings and seals on butterfly shafts, and am happy with them, and the bonus there affordable.



kaspa
 

Dave Bilyk

Dave Bilyk
Supporter
Thanks for all your responses, I now have a set of Jenvey throttle bodies courtesy of Jimmymac, so am looking at my options for ecu and other components. As John says, the Speedmaster system is certainly affordable when compared with the other turnkey packages.
 

Dave Bilyk

Dave Bilyk
Supporter
Does anyone know what the technical specs are for the EZ EFI 2.0 Retro kit? The basic advertising does not say whether it is sequential or batch.

Dave
 
Hi Dave,

can't answer but I do know that moving from batch to sequential on an otherwise identical system in a road car makes a small improvement in low speed light throttle economy and drivability, and that's about it.

I used to do this regularly because I had an unreliable cam-sync distributor and used to operate sequential, get stranded when the distributor shat itself, then switch to batch until a new one turned up! Sequential was a bit better at preventing slight low speed light throttle "hunting" and could tolerate leaner low speed low load fuel.

On my race car I had the same useless distributor as the road car and eventually went back to simple batch fire triggered by an MSD crack-trigger. I changed injector wiring so each "batch" had two injectors on each fuel rail, to smooth out pulsing in the fuel rails. Works well and has good manners at low RPM/light load.

In my opinion, if I was doing an EFI install again, I would make my ECU choice based on the quality of the integrated wideband o2 control, and the learning algorithm used by the ECU to dial in the fuel map during the initial tuning period. On that basis, I've already decided my next project would use the Holley HP ECU, even though I currently use a Link G4 and am happy with that.

Cheers, Andrew Robertson
 

Dave Bilyk

Dave Bilyk
Supporter
Hi John, I had noticed that some ecu's will only deliver sequential up to 4 or six cylinders, but from what I am reading, including Andrews' comments below, I shouldn't worry about sequential too much. From what I see, the advantage to going for batch, is that it can be distributorless, giving more reliability and accuracy.
Bob, thanks for the link, I am impressed by the clarity of the website and the complete kits at a reasonable price. I have asked for a quote for their v8 carb kit minus the jenveys.

As far as understanding it all, I am getting there as there are some good technical faqs out there.

Dave
 
Hi John, I had noticed that some ecu's will only deliver sequential up to 4 or six cylinders, but from what I am reading, including Andrews' comments below, I shouldn't worry about sequential too much. From what I see, the advantage to going for batch, is that it can be distributorless, giving more reliability and accuracy.
Bob, thanks for the link, I am impressed by the clarity of the website and the complete kits at a reasonable price. I have asked for a quote for their v8 carb kit minus the jenveys.

As far as understanding it all, I am getting there as there are some good technical faqs out there.

Dave


What's nice about Emerald cams is they they have a human being on the end of the phone, a quick call and you will get good advice .If you speak nicely they may even offer a discount :laugh:

Bob
 
..From what I see, the advantage to going for batch, is that it can be distributorless, giving more reliability and accuracy.

Hi Dave, just to clarify, simple batch mode needs a distributor on older SBC/SBF engines, but if you run a crank trigger, the distributor has no timing or triggering role in the system - it simply receives HT energy from the coil and dishes it out. The accuracy benefit comes from the use of the crank trigger (which is rock solid), and not the distributor (where timing which is influenced by oil pump chatter and camshaft end float)

Cheers, Andrew
 
In the setup that Andrew is talking about, the crank trigger lets the ECU know that in 50 degrees time(or what ever the setup calls for) the #1 cylinder will be coming by and the internal workings of the ECU, based on all the sensors will determine when to send the signal to the MSD box to fire(initial setup for first start up). The distributor is locked out and does not advance or retard. It only sends the spark to the cylinder that the rotor is passing by .
What is important(the entire setup is also) is that the distributor has to be phased in so to speak so that as speed increases and the ECU advances the spark, it does not accidentally send the spark to the adjacent plug wire in the firing order. If you have say 36 degrees advance at 2500 RPM and higher, you have to set the jumping of the gap to cover 36 degrees of rotation to that one plug. This is done by drilling a hole in the distributor cap over the #1 cylinder plug and watching the spark jump the gap.
I hope that is clear!!

Bill
 
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