EFI?

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Who here has converted their 200ci I6 to EFI? From what I know (not much!), the 200/250 ended in the middle 80's before Ford started adding EFI to their cars and trucks correct? Is there an Aussie head/intake that can fit on the US version motor and you just buy the controller from MegaSquirt? I was looking at buying an Aussie 2V head with a new carb, but the cost is really getting up there. For those who have done it, have you seen an increase in MPG and/or HP?
Thanks
 
There is no direct EFI bolt on head for US blocks. You can modifiy a block for a AUssie Crossflow head (not the 250 2V head) like Jack (mustangsix) did.

Or, you can do what some others are doing. Going AUssie 250 2V head and add TBI EFI to it. Not as good as Multi port, but cheaper and easier, and better then a carb. mikenson is doing that, and I will probably do that when I get the money to buy the HOlley TBI EFI system. You could also cut up the AUssie intake and make up some injector bongs on the intake and run Multiport injection using megasquirt. Just a couple of ideas.

Slade
 
:roll: Ahem, Slade... It's Injector BUNGS, not BONGS.

Cone of silence for you, m'boy. :lol:
 
You know...it was late when I wrote that. I kept saying to myself something looks wrong, it doesn't seemed spelled right. This morning I finally remember how it was written, and then I saw your post and it was really obvious. Oh well...

Slade
 
Interesting..I was questioning wether or not keeping the six was wise or not. Finding an 88-93 with T-5 and dropping it in, instant V8 power with EFI. However, I might try that crossflow modification if I can find one in Aussie. Thanks.
 
it is involved, just ask Jack. It isn't bolt on by any means. Personally, I'd probably do a V-8 swap before I did that much work to the 200. But that is me.

Slade
 
Is there a reason why you can't go with Throttle Body Injection?
It's a lot simpler and you will still get the drivability benifits of fuel injection.

The Slant6 guys have been doing it for some time. They seem to like it.

John
 
Really? I had a 79 Aspen with a Slant six, I never heard of them using TBI before. I frequent the forums (www.slantsix.com) and I always hear about the 'Super Six' carb setup..
 
Nothing wrong with TBI on an intake like the Aussie intake. on the log intake it would have similiar problems as the carb. You would definitely benefit from a TBI/EFI set up. The real benefit is the feedback loop from the O2 sensor and being able to more reliably set the A/F ratio.

I plan to do TBI/EFI on the Aussie head as soon as I save enough money (or get enough gift certificates to summit). I'm tired of carbs. fun...easy...but picky and a pain to drive in cold weather (which I do a lot of).

Slade
 
I might keep my carb setup for now then. I live in San Antonio, and it doesn't drop below 30 usually in the winter. Tonight the coldest it's going to get is about 50. I need to read up on EFI systems though, my boss is giving me a 5.0 out of a truck. I have to get a new intake and EFI unit among other things for it to run nice in a car.
 
I think the Holley 1bbl TBIwould be a good runner on a 200. this would also give you ignition mapping with a Duraspark distributor. You'd need to make a flat adapter plate to bolt the TBI to and run a return fuel line.

s500-14.jpg
 
These are the kits people should be looking at

http://www.holley.com/HiOctn/ProdLine/P ... 950TB.html

Complete T-bodies, controller, IAC circuit, hardware, fuel pump, wiring, etc. and made for 4, 6 and 8 cyl applications. The 1bbl is ok, but you are still limiting the breathing of the log. We've all seen the benefits of modifying for a direct-mount 2-bbl. Modify a 200 for the 400CFM 2-bbl, buy this kit, put it together and hang on for a ride! You'll get the increased performance and driveability, better breathing and RPM range and will not have the problem with the fuel bowls of the 350 oriented improperly. It looks clean and won't mean issues with trying to mount injector bungs in the log for an MPI setup.

Jegs sells these kits for $1200 - $1350 from what I have seen. But this one sold on eBay pretty cheap over the weekend.

http://cgi.ebay.com/ws/eBayISAPI.dll?Vi ... 2445098819

Al
 
Hey guys, seems like a lot of us are thinking about this lately...

might be the rage for 2004....

I have no laptop, and no experience programing fuel curves, so is the Pro-Jection 2D electronics module enough to get the results, or is it worth it to go with the commander 950 and invest in a small laptop and some software?

and what software do you need to do this?
would it be easier to just use the 2D box?

I was looking at this, for a 2v, you could almost get away with using adapters and may not need to modify the intake?
http://www.holley.com/HiOctn/ProdLine/P ... 17-47.html
http://www.holley.com/HiOctn/ProdLine/P ... 0-20S.html

and lasty can I run the adjustable timing feature with the MSD and Duraspark dizzy or will I need to change that if I want control from inside the car....

how hard is it to program on the laptop...

thanks..
 
Jimbo,

I've been reading a lot on the the chevy boards (I'm currently looking for a 57 Bel Air wagon). They seem to be way ahead of the mustang crowd when it comes to EFI. It also doesn't hurt that one of the head Holley EFI guys is a member and is on the board a lot.

This thread may answer some of your questions. Guess who asked them:

http://www.chevytalk.org/threads/showfl ... o=&fpart=1

Good information there. Doug_F is the Holley guy.

From what he said, the projection isn't that much better then a well balanced Carb. I realize he is a Holley rep, but the consensus of most of the people I talked to is that C950 is worth it.

You can run MSD and DS2 with it, but the ignition should be controlled by the C950 and not the MSD. C950 is a much better control over ignition then MSD. You'd basically run the DS2 output to the C950 then to the MSD to the coil. it controls timing based on RPM and MAP.

When I get the money for the system, I'm going to give my Aussie intake to Der Heckmeister (AL) to make it into a 4V set up for the 650 CFM 4V TBI C950 set up. that's for a 150-300HP range, so my engine will be in the lower 1/3rd of the range.

BTW, it can be programed with a cheap $100 computer with WIN98. I'm sure someone can make a Palm application for it as well.

Slade
 
I wrote a PDA application for the Megasquirt but decided not to contiue it after selling off my MS. If I could get my hands on the communications structure, writing a PDA app for the Holley would be a piece of cake (assuming they are using serial comms). Maybe you could sell them the idea, Slade :D I'd write and debug a full releasable application for....say....a trade for parts ;) :twisted: :roll: :P

Al
 
Getting a cheapo laptop to use for the car is not a problem, I can pick up some here locally for around 100 bucks...

getting the precision out of the EFI is the main concern, and adding a little hardware to control the setup is no biggie... I like the idea of being able to sit in the car and tweak the engine with the laptop... :D

Slade: Great post on the Chevy forum...

Sounds like it is not that hard...

is there is difference with the MSD6A and the Digital you are talking about?

I am running an MSD Noise supressor on mine, since I had some trouble with noise on my stereo... this may help, all it is, is a buffer between the MSD power leads and the battery....

I am a little lost on locking the advance on the distributor... not too sure I get that, but from what it sounds like, you match the timing of the distributor to the timing of the 950 and eliminate the vacume advance, is that all?

and you talk about running the 4v system, I was thinking about running a 2v system instead, less hacking on the intake... what are your thoughts on one vs. the other...?

I am going to read the 950 pdf files, learn a few things and see if I think I can handle this...
 
Jimbo,

There are some differences in the Digital 6+ and MSD 6A, but not on the output side of things. It is basically identical for that. the Dig. 6+ just has more energy output, and built in RPM limits and 2 stage retard. Other then that, it is the same and would wire up the same in this application as the MSD6A.

Locking the distributor means locking both mechanical advance and plugging vaccuum advance. All advance would be controlled by the C950. You just have to be careful with rotor phasing (http://www.msdignition.com/pdf/tb_rotor_phasing.pdf) but with the larger DS2 cap and minimal advance we are talking about (40* max) it shouldn't be a large concern according to the Holley guys.

I'm thinking of the 4V system. Mainly for the same arguement about a Holley 390 4V versus a Holley 350 2v. Better fuel/air mix also the 4V is a progressive TBI IIRC.

AL...sent you a PM.

Slade
 
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