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Would you be interested in a EFI Manifold With Fuel Rail For $600?
Yes 35%  35%  [ 11 ]
No 19%  19%  [ 6 ]
Maybe 45%  45%  [ 14 ]
Total votes: 31
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 Post subject:
PostPosted: Wed May 18, 2016 7:04 am 
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EFI Slant 6

Joined: Thu Jun 04, 2015 6:19 pm
Posts: 317
Location: Florida
Car Model:
Being on opposite corners of the country may explain this confusion in my question, my thinking was having too much or any unneeded heat and how that could be seen by the sensors.


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PostPosted: Sat Jun 04, 2016 7:17 pm 
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Joined: Sat Nov 02, 2002 7:52 pm
Posts: 1486
Location: San Antonio, Texas
Car Model: 1964 Valiant
Reed wrote:
Intake manifold heat just isn't necessary with port EFI (TBI is a different story since the intake manifold is still wet).


Would the exhaust manifold heat cook the injectors ?


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 Post subject:
PostPosted: Sat Jun 04, 2016 10:52 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
Which injectors? MPFI or TBI? TBI is designed to have exhaust heat, MPFI is not.


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 Post subject:
PostPosted: Wed Jul 27, 2016 10:02 pm 
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EFI Slant 6
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Joined: Wed Feb 02, 2011 12:00 pm
Posts: 345
Location: Tustin, CA
Car Model: 1965 Barracuda 'S' auto
Here is mine. My injectors are in the head so there are no provisions for them on this intake. I modeled the runner length to match the 4th or 5th wave of the intake duration of a stock slant cam, maybe 240 degrees with the Ramchargers formula from the plenum, I dont believe the "ram" length of the TB has much to do with the formula.
http://www.forabodiesonly.com/mopar/threads/bung-in-head-intake.355774/

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PostPosted: Thu Jul 28, 2016 4:17 am 
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Joined: Mon Oct 21, 2002 11:08 am
Posts: 16451
Location: Blacksburg, VA
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Looks cool! When do you expect to have it running? Interested to hear results.

Best,
Lou

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 Post subject:
PostPosted: Thu Jul 28, 2016 7:26 am 
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Supercharged
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Joined: Thu Jan 27, 2005 8:32 pm
Posts: 7834
Location: Portland-ish
Car Model: Fiat 500e
That's interesting. How did you handle the transition from the round tube to the rectangular port?

And how are you going to get an accurate crankshaft position signal from the outer ring of the damper as it oscillates?

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Joshua


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 Post subject:
PostPosted: Thu Jul 28, 2016 7:31 am 
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Joined: Fri Nov 08, 2002 4:48 pm
Posts: 5835
Location: Burton BC canada
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Nice work!

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Image


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 Post subject:
PostPosted: Thu Jul 28, 2016 9:51 am 
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EFI Slant 6
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Joined: Wed Feb 02, 2011 12:00 pm
Posts: 345
Location: Tustin, CA
Car Model: 1965 Barracuda 'S' auto
Joshua, the transition is handled by 2 part epoxy smeared in the seam behind the square port, creating a fillet that smooths the transition but remember this is a dry intake so there will be no fuel to lose suspension. there is an equal step in the plenum where the stubs are that a fillet would help but that was not a initial design point, I can always mount some stacks on the stubs under the screwed on plenum if needed but I won't know if I need them. As for oscillation of the outer ring, I don't know how much it will move in relation to the inner hub ( remember you chack timing off your small block damper outer ring and it doesn't vary much when you're timing it). my spider yoke should hold it within 1 degree of crank hub, more to prevent slipping. Still building it so I'm not sure how it will perform timing wise but 1 degree should satisfy spark. If it does prove to be unreliable I will mount traditional timing wheel to inner hub via an inside pulley ie. Power steering pulley.just didn't want to have this huge paddle wheel sticking out the front.

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 Post subject:
PostPosted: Thu Jul 28, 2016 10:18 am 
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Supercharged
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Joined: Thu Jan 27, 2005 8:32 pm
Posts: 7834
Location: Portland-ish
Car Model: Fiat 500e
Epoxy, got it. I know it's a dry manifold, but air has mass and doesn't flow well around sharp corners so I wondered if/how that had been addressed.

If you aren't running AC there is a lot of space between the timing cover and the damper for a trigger wheel. The power steering pulley goes on the front and if you don't have PS it's also a fine place to mount a trigger wheel, but not as easy to make a rigid sensor mount.

Holding the outer ring in place defeats the purpose of the damper. 1° accuracy isn't the issue. It's noise on the signal and possible multiple signals as the outer damper ring oscillates that I see as the problem.

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Joshua


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 Post subject:
PostPosted: Thu Jul 28, 2016 9:11 pm 
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EFI Slant 6
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Joined: Wed Feb 02, 2011 12:00 pm
Posts: 345
Location: Tustin, CA
Car Model: 1965 Barracuda 'S' auto
Noted , well see when I get it going. My damper is pretty close to the timing cover. I wonder where all the space goes for the A/C pulley? The damper is about 5mm from the cover. I had to trim the back of the Ford sensor to sit in the middle of the damper teeth.

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 Post subject:
PostPosted: Fri Jul 29, 2016 11:25 am 
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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
Nice work!


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 Post subject:
PostPosted: Sat Oct 29, 2016 2:34 pm 
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3 Deuce Weber

Joined: Fri Apr 01, 2016 8:18 am
Posts: 62
Location: Tennessee
Car Model: 1973 Dodge Dart Swinger
Hello again,

We have had some troubles with the dart shortly after our last post (lost oil pressure, it had been sitting 20 years). We've acquired a 1984 Dodge D150 Step Side with a 225 backed by an A-833 OD Transmission. We've equipped the truck with the dart's MPFI Manifold and the dart's EDIS.
The truck has 96,xxx miles on it and was thought to have rolled over once. It consumes 1 Quart of oil for every 30 miles, and the engine seems pretty worn.
We just went for a 50+ mile run to do some tuning and gain data results. We have gained the following information.


Ambient Temperature was 81 F.

..........................................High..........Low.........Average.

Intake Air Temperature .......183 F .......99.4 F .......116.4 F

Coolant Temperature .......... N/A........182.9 F......194.4 F

Fuel Consumption................7 GPH.....-0.7 GPH...1.767 GPH

RPM...................................3,259........950..........2086

MAP................................97.9 Kpa...14.3 Kpa....58.61 Kpa

Ignition Timing...................34...........5...........28.84

Target Air Fuel Ratio............16...........12.7.........14.93

Actual Air Fuel Ratio.............19.9........10.3..........15.02

Average Fuel Economy in 4th Gear was 20 MPG at 65 MPH
Average Fuel Economy in 3rd Gear was 26 MPG at 55 MPH
Average Trip Fuel Economy was 23 MPG.

This should display the capabilities of our manifold. There is very little tuning time on the engine and the engine should be considered very worn. The speeds were mostly in 4th gear although 3rd gear is more useful due to the worn engine. We wanted to showcase the capabilities of our manifold with just installing it on a very worn engine with no other modifications.


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 Post subject:
PostPosted: Sun Oct 30, 2016 4:14 am 
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Joined: Mon Oct 21, 2002 11:08 am
Posts: 16451
Location: Blacksburg, VA
Car Model:
Sorry to hear about your first engine failure, and about the high oil consumption on this engine. Hard to get good testing with those kinds of mules. However, this looks like a decent preliminary result. It will be hard to tell what this means with only 50 miles and on such an engine. Probably you need 200-500 miles at least before you can start making real assessments and really get some tuning parameters optimized. I can see you were very light on the throttle, and it seems MPG is your goal.

Looking forward to further results and best wishes!

Lou

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 Post subject:
PostPosted: Mon Oct 31, 2016 4:09 pm 
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3 Deuce Weber

Joined: Fri Apr 01, 2016 8:18 am
Posts: 62
Location: Tennessee
Car Model: 1973 Dodge Dart Swinger
Our aim with the truck is definitely fuel economy, mainly because of its condition.
We should have an engine back together for the Dart next year.

We will definitely be getting more results to everyone, we have a revised version of our intake in production. We are starting with a batch of 10 manifolds.

Thanks for the feedback Lou.

We will be releasing one of these manifolds for a test period.


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