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 Post subject:
PostPosted: Wed Jan 28, 2015 11:03 pm 
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Turbo EFI

Joined: Sat Feb 20, 2010 10:23 am
Posts: 1321
Location: N. Ga.
Car Model: 64 Valiant
Greg, Sandy hit it right on the head at 15'. It's easily tall enough for a car lift. I wouldn't go any smaller than a 50' x 100', you will fill it up quick before you know it.

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There's no such thing as too much cam....only not enough engine!
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 Post subject:
PostPosted: Tue Jun 02, 2015 11:55 am 
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TBI Slant 6
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Joined: Tue Sep 18, 2012 12:02 pm
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Location: Lincoln, NE
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Any updates?

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Brooks

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'71 Plymouth 'Cuda

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 Post subject:
PostPosted: Fri Jun 05, 2015 6:21 pm 
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Joined: Sat Nov 02, 2002 7:52 pm
Posts: 1486
Location: San Antonio, Texas
Car Model: 1964 Valiant
I'd like one too !


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 Post subject:
PostPosted: Sun Jun 07, 2015 8:24 pm 
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Turbo EFI

Joined: Sat Feb 20, 2010 10:23 am
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Location: N. Ga.
Car Model: 64 Valiant
The main problem is the enthusiasm to development cost ratio isn't anywhere close to where it needs to be to make this happen. Sorry!

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There's no such thing as too much cam....only not enough engine!

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 Post subject:
PostPosted: Sun Jun 07, 2015 9:14 pm 
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TBI Slant 6
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Joined: Tue Sep 18, 2012 12:02 pm
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Location: Lincoln, NE
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So...it's dead?

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Brooks



'72 Dart Swinger

'71 Plymouth 'Cuda



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Pick 2!


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 Post subject:
PostPosted: Sat Jul 11, 2015 9:51 pm 
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3 Deuce Weber

Joined: Sat Jul 13, 2013 9:17 am
Posts: 71
Location: Denver, CO
Car Model: '70 Barracuda /6 3spd
the_engineers wrote:
So...it's dead?


that would be sad. there are a lot of slants on the road and a need for a good bolt on EFI system

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1970 Barracuda 225 /6, 3spd on the floor, Blue/Blue


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 Post subject:
PostPosted: Sat Aug 08, 2015 6:22 pm 
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Turbo EFI

Joined: Sat Feb 20, 2010 10:23 am
Posts: 1321
Location: N. Ga.
Car Model: 64 Valiant
Well, I may take another look at this project. It wouldn't really be that hard or costly to get a couple of prototypes made.

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There's no such thing as too much cam....only not enough engine!

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 Post subject:
PostPosted: Sat Aug 08, 2015 6:42 pm 
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Supercharged
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Joined: Sun Nov 03, 2002 9:20 pm
Posts: 13008
Location: Fircrest, WA
Car Model: 76 D100
Instead of a complete new intake, what about a spacer that would fit between the head and the intake runners that would be nothing more than a fuel injector mount?


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 Post subject:
PostPosted: Sat Aug 08, 2015 7:14 pm 
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TBI Slant 6
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Joined: Wed Apr 03, 2013 4:04 pm
Posts: 206
Location: Warsaw, MO
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I think that would be just as hard and not near as efficient. You would then have to worry about intake/exhaust manifold alignment, unless you made the spacer for the exhaust and intake, but then that would make the exhaust pipe routing a little hard. Not to mention your injector angle would be less than optimum and you'd either have to run a honkin 4v throttle body meant for v8 apps, or another spacer for a more common and properly sized 99th. Just my $.02

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 Post subject: Reed has a point...
PostPosted: Sat Aug 08, 2015 7:59 pm 
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Turbo EFI
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Joined: Wed Nov 23, 2011 11:07 am
Posts: 2125
Location: SF Bay Area
Car Model: 67 dart 2 door hardtop
I was thinking the same thing when I saw this: http://www.ebay.com/itm/Slant-6-Six-Dod ... 0f&vxp=mtr

Not that this would be thick enough to give the right angle for the injectors, but it gave me the idea to use a thick piece like this to make an injector manifold that fits between the existing manifolds and the head. You'd need two gaskets, but Remflex's would solve any leak issues. And effectively you'd have longer runners.

Brian

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 Post subject:
PostPosted: Sat Aug 08, 2015 9:17 pm 
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Supercharged
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Joined: Sun Nov 03, 2002 9:20 pm
Posts: 13008
Location: Fircrest, WA
Car Model: 76 D100
I wouldn't care it the spacers only were for the intake. If someone is converting to port fuel injection, they probably want to eliminate the manifold heating anyway. I intend to.


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 Post subject:
PostPosted: Wed Aug 12, 2015 5:10 pm 
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TBI Slant 6
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Joined: Tue Sep 18, 2012 12:02 pm
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Location: Lincoln, NE
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Quote:
My main concern was more of if the air comes in from the front how much of that is moved to the back of the intake. It may be a moot point. Let me give an example if you bring in 60 cfm is each cylinder going to only take 10cfm or will they take what they can and leave the rest starving. On the flip side of this can there be to much air? How would it be dealt with if that does happen. Again I may just be waxing on but the main point of an intake is to provide air.

In a naturally aspirated motor, typical plenum volume is designed at, or close to, engine volume. This helps to ensure that sufficient air is available. Your concern is valid, but there's a lot of room between functional and perfect.

In a boost motor, the manifold is where boost should be measured; and the built-up pressure is regulated by the wastegate. When the wastegate opens, turbine and compressor rpm's drop and boost drops remains at the target.

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Brooks



'72 Dart Swinger

'71 Plymouth 'Cuda



Cheap, Fast, Reliable

Pick 2!


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 Post subject:
PostPosted: Sat Oct 03, 2015 10:20 pm 
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Joined: Sat Nov 02, 2002 7:52 pm
Posts: 1486
Location: San Antonio, Texas
Car Model: 1964 Valiant
the_engineers wrote:
Quote:
In a naturally aspirated motor, typical plenum volume is designed at, or close to, engine volume. This helps to ensure that sufficient air is available. Your concern is valid, but there's a lot of room between functional and perfect.

interesting


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