Apologies if you have seen this before on the Aussie forums I post on, but in case you haven't here is a slant EFI conversion that I built with some help from friends. It's early days yet and I'm still fine tuning her, but so far so good. She is running a Microtech ECU, Ford Explorer 65mm throttle body, Toyota 30lb injectors, and Bosch fuel pumps and regulator. The manifold is just a normal SuperSix 2BBL jobbie with injector mounts brazed in. It's taken 9 months to get this far, and I've been driving her around for a week or so now. Any questions, just ask.













*I hope the pics are not too big - if so let me know and I'll reduce them in size. They are about 200kb each.

_________________

Neat setup... looks like you are crafty with the welder.

I don't see any vaccum lines forward of the throttle plate or a hose going to the advance pod - are you using the distributor pickup to send a signal to the ecu so it takes care of the timing?

No, I can't weld very neatly at all. My mate can though!

I am using a factory US electronic ignition distributor that is welded locked, and set to 9 deg static advance. Electronic ignition was never offered on Australian slants from the factory, and the US conversion is a popular one. Yes, the distributor sends it's signal to the ECU, and the computer controls the MSD and all timing events. MAP reading is provided from the outlet you see on the throttle body elbow adaptor.

_________________

Thanks for posting those photos. There are some good ideas there. What kind of ECU are you using? It looks funny to see the brakes on the "wrong" side. That gies you more space for headers and induction parts.
Sam

_________________

The master cylinder is on the right hand side of the car, however you will notice that the brake booster is actually on the left. Room for headers comes from the the steering box moved to the other side of the car, which in turn necessitates a change in oil-filter location. The manner in which steering boxes are mounted here (to the chassis rail, not K frame) is also probably the biggest headche for owner of old Valiants, for it promotes rust in the rail which in turn leads to cracking...

I'm using a Microtech LT10. Surf around their site - you can download the management software for free and have a look at it's capabilities.

_________________

thanks for the pics! What kind of elbow is that between the throttle body and the intake? Is it fabricated or off of something else? Also, what kind of fuel rail is that?

_________________
69 valiant

Kool!

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

The elbow is a $20 3" mandrel bend, which has been sectioned and mounted to a couple of flanges. The fuel rail was made from a length of fuel rail stock, cut and milled for the injectors. It has a couple of fittings welded to both front and rear for the fuel lines.

_________________

Sweet! Looks like a very well planned and executed retrofit. How's the driveability coming along?

One really minor niggle: That's not a Super Six intake you've got there, it' s an Australian-production 2bbl intake. They aren't the same.

_________________
一期一会
Too many people who were born on third base actually believe they've hit a triple.

the driveability rocks! She is super smooth and responsive. Still needs a bit more fine tuning, but I'm very happy with her on-road performance.

What is the difference between our Aussie 2BBL and the SuperSix manifold?

_________________

Aussie 2bbl intake has no EGR provisions, an open-plenum carb mount, a small hot spot, and slightly offset carb mount position. The North American Super Six intake (which is 2 words ) has EGR, a 2-hole carb mount with different offset, and attachment provisions for a throttle return spring bracket and/or aircon compressor rear brace not used in OZ.

_________________
一期一会
Too many people who were born on third base actually believe they've hit a triple.

I stand corrected.

_________________

Did you use one bolt in the center that holds the manifolds together to also fasten the injector rail to the intake? That is clever engineering, if so!

Are you worried about fuel puddling issues with the injectors pointing straight down. I have read many ideas on the subject, but the one that makes the most sense to me is to have the injector spraying towards the valve. In the slant six's case, the injector bung would be angled slightly(laid back away from the head). Also, how did you determine the depth to insert the injector tip?

_________________
69 valiant

Just much a stock mopar would look.

Very nice!

Cheers, Wizard