If you have an EFI slant,would you mind posting here with a brief discription of your set up. It is MPI or Throttle body, What management system are you using, and if it is MPI tell us a little bit about any mods to the engine, and what size injectors you use.

Mine is Accel managed, and MPI, in batch fire set up. AS stated in the signature, it has a Buick GN trubo. It also has forged pistons, a mild, special grind cam, and 30 lb injectors. The TB is the stock 3.8 liter buick unit.
Sam

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MPFI managed by megasquirt, 22lb/hr new ford high impedance injectors, intake was a clifford unit that came predrilled. Throttle body is off of an Isuzu v6 something or another (gm mimic? only one I could find at jy that had ported vaccum) using lokar cables.

Megasquirt I, on a V2.2 board running MSNS-E 0.29q firmware. Engine is a 40 over, stockish build bottom end, 1.7/1.44 valves and some mild porting.

Joining in the roll call here:

I've got an MPFI slant six running Megasquirt. It's got a TE04 turbo that's really too small, a Clifford intake modified by a local machine shop for Nippondenso 440 cc/min (42 lb/hr) injectors and a Ford 4.6 throttle body, a Lean Burn distributor with a HEI seven pin module, and no internal mods whatsoever. The Megasquirt is a V2.2 running MSnS-E version 029 firmware.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair

Will, could you tell us a little about your engine please, It looks very nice so far. Matt, how many injectors do you have? Is it a four barrel throttle body?

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I will post more pictures and text when I have some time. Big bore, Big cam, Electromotive cpu and coils, injected with methanol.

Is the 30lb injectors really to small for your setup Sam. I bet they are going over 80% duty cycle on anything over 10 psi boost and over 4500 RPMs on the engine. And that would be even with a good fuel pump and Boost referance reg. Depending on where your boost comes in at it may be more in the RPM range of max torque that they would reach max duty cycle then plus at the higher rpm.


Jess

Lucky, I would never claim to be an expert in this, and am always learning. The boost is at 7-8 lbs right now. With the megasquirt it never went over 80% duty cycle for sure, but I have not seen where that shows up in calmap so far. Is it in the engine analysis screen? Thanks.
Sam

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I have to admit that after some daily driving of my EFI VW golf, that I can see why you guys are converting to EFI your slants. Months ago I looked at efi conversion posts with a stupid grin and shaking head reluctantly... well, I cleaned my injectors, replaced the awful restrictive ex system and installed new sensors and resetted my ECU, and it's a diff'rent car now.

I think that getting the slant to work as factory equipped MPEFI car is THE challenge, especially for the reasons that have been clearly exposed: the difference between mills, cam, headwork, turbo or other variables.

Anyone is running the holley EFI conversion?

By the way, that setup by Will is the second most impressive EFI setup I've seen (after the Drake's... I have a slideshow of Drake's engine as screen saver and makes me drool bad! heheh)

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.

I'm using six injectors. The throttle body is a single round butterfly valve, around 3" outside diameter. I haven't measured the inside, but its walls aren't too thick. The Ford 4.6 throttle bodies come on elbows - I later realized the Mustang elbow is one I could have just mounted to a flat plate with bolts, while the Crown Vic elbow is a taller design. As I'm using the Crown Vic elbow, I had a machine shop slice several inches off it with a band saw and weld it to a flat piece of aluminum plate, making an adapter.

Here's a picture of the manifold and throttle body setup:

http://gallery.carreview.com/showphoto.php?photo=567

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"Mad Scientist" Matt Cramer

'66 Dart - turbocharged 225

My blog - Mad Scientist Matt's Lair

I know of a couple of working EFI slants that have not posted here. Please take the time to get your set up on the list. I would like us to be able to see fully who is now in the EFI game, and what system they used. When I am fairly certain everyone has listed their car, I will make a summary list of all of us. Thanks.
Sam

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OK, I can take a hint...

I have two EFI Slant Darts.

64 Dart 270

225 0.060" over, ported head, 10.3:1 comp, approx 250-270HP (crank)
250@0.050" cam
TBI with 2 X 85lbs/hr injectors, 670CFM (originally Holley Projection system/ECU)
Clifford 4bbl intake with custom modified adapter plate to TBI unit
Holley black TBI pump near tank on right rear frame rail
Fuel pressure reg set to 19psi to max out flow (I have hit 85-90% duty cycle with lower fuel pressures.)
MS v2.2 ECU drives TBI with ballast resistor packs in each inj to raise impedance (injectors have <1ohm by themselves)
Fast idle solenoid (one step) controlled by MS
Sensors: MAP, MAT, CLT, nbO2 (feedback at cruise), TPS, RPM

- 23-25MPG hwy at 70-80MPH cruise
- Low 14s in the 1/4 mile
- A bit cold blooded on startup, but it is a pretty hot motor - still tuning
- Great on the road course since Gs have no effect on EFI operation
- Car ran almost tolerably with Holley Projection ECU with some mods, but MS ECU is FAR better in every way.

68 Dart270

225 0.030" over, 8.0:1 comp, approx 150HP (crank net)
MP 244/0.436" cam
Multipoint batch-fire system with 24lbs/hr Delphi (Bosch style) injectors
Offy 4bbl intake with welded bungs for injectors
TB from GM (Buick 3.8 NA, I think) with custom adapter plate
MSD EFI pump near tank on right rear frame rail (loud)
Accel fuel pressure on fuel rail set to 45psi
MS v2.2 ECU drives system (upgrade to MSII with spark control in the works)
Sensors: MAP, MAT, CLT, nbO2 (feedback at cruise), TPS, RPM

- Consistent 25-26MPG at 70-75MPH cruise, mid-high teens around town
- Runs about 18 flat in the 1/4 mile
- Decent cold startup, but still tuning. No fast idle at the moment.

Hope this helps,

Lou

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