Side Draft CFI??
- Thread starter ASMART
- Start date
Yes indeed!
See the Megasquirt site, a good place for those with a bad need for DIY injection. There are a lot of people who treat efi like running shoes. Love they way they look, but hate the thought of running in them. Injection is a little like that. We all know the advantages, but hate the thought of doing the hard yards to even get around the block, let alone use it full time.
The Aussie Falcon CFI can be used in dual form to feed a big old 429. Check the Megasquirt site, there is a brown Ford Landau ( a Mad Max II style machine) and it has two stock thottle body CFI units which are normally rated at 161 hp each, but at full duty rating, there is 225 hp, and a peak flow of something like 500 cfm at 3" Hg.
His site is http://members.ozemail.com.au/~davodos/Megasquirt.html
I'd hazard a guess that as long as you could work the IAC control, you could run a triple CFI system.
Don't take 'no' for an answer, go for it!
See the Megasquirt site, a good place for those with a bad need for DIY injection. There are a lot of people who treat efi like running shoes. Love they way they look, but hate the thought of running in them. Injection is a little like that. We all know the advantages, but hate the thought of doing the hard yards to even get around the block, let alone use it full time.
The Aussie Falcon CFI can be used in dual form to feed a big old 429. Check the Megasquirt site, there is a brown Ford Landau ( a Mad Max II style machine) and it has two stock thottle body CFI units which are normally rated at 161 hp each, but at full duty rating, there is 225 hp, and a peak flow of something like 500 cfm at 3" Hg.
His site is http://members.ozemail.com.au/~davodos/Megasquirt.html
I'd hazard a guess that as long as you could work the IAC control, you could run a triple CFI system.
Don't take 'no' for an answer, go for it!
Hi there,
You better check the updates page on that site as there were some issues running them at 90 degrees.
http://members.ozemail.com.au/~davodos/page5.html
Hope this helps.
Joel
You better check the updates page on that site as there were some issues running them at 90 degrees.
http://members.ozemail.com.au/~davodos/page5.html
Hope this helps.
Joel
The porting of a log head is set up for a 30 to 40 degree draft angle. The first runner 1 into number one cylinder is like 20 degrees from horizontal. The last runner number 6 into cylinder number six is like 40 degrees from horizontal.
Sooo, if you angle mill the two faces of the log (with a 12 to 24" mill), and do so at about 30 degrees to the horizontal, two CFI units will do a great job feeding 3 cylinders each. And you can keep the carb flange and exhast flange as it is, and still clear the spring towers.
A few points.
1. The particalar Ford or Chev or Mopar CFI units which are 1 or 2-bbl imitators are inferior to most carbs in fuel atomisation. It's a fact noted byThe Frenchtown Flyer, and by various anectodatal info from TBI units used on 1982 to 1993 ish Chevies, Chryslers and Fords.
2. There are some manifolds which suffer compound problems when a CFI unit is added. They are, specifically, the swan neck manifolds with sharp 90 degree radii from the carb to the manifold entry point. Even worse are those which have a technically greater than 90 degree radius from the carb to the intake valve. I'm very familair with the Lynx style Twin DCOE type manifold used on that 429 Landau. Its a great performance carb set-up, but it is the worst part throttle or economy set-up around. It was used variously by XA, XB Falcon GT Hardtops from 1973 to 1977, and again on the TR7 V8 rallye cars campaigned by Leyland in 1978. They were awfull for fuel economy.
Rule is that if you reduce the short turn radius, keep the bends to a minimum. Doing a minium bend will improve on the bad CFI fuel atomisation, and stop fuel drop-out. I'd err on the side of caution. If there is evidence of fuel leaks on any 90 degree CFI set-up, then I'd never, ever put it anywhere near the exhast pipes.
3. Funny thing is a down draft CFI with the right 90 degree bend on a good manifold will work just fine becasue the mixture motion is mildly supercharged by the free fall, even if its only 2" or so.
Sooo, if you angle mill the two faces of the log (with a 12 to 24" mill), and do so at about 30 degrees to the horizontal, two CFI units will do a great job feeding 3 cylinders each. And you can keep the carb flange and exhast flange as it is, and still clear the spring towers.
A few points.
1. The particalar Ford or Chev or Mopar CFI units which are 1 or 2-bbl imitators are inferior to most carbs in fuel atomisation. It's a fact noted byThe Frenchtown Flyer, and by various anectodatal info from TBI units used on 1982 to 1993 ish Chevies, Chryslers and Fords.
2. There are some manifolds which suffer compound problems when a CFI unit is added. They are, specifically, the swan neck manifolds with sharp 90 degree radii from the carb to the manifold entry point. Even worse are those which have a technically greater than 90 degree radius from the carb to the intake valve. I'm very familair with the Lynx style Twin DCOE type manifold used on that 429 Landau. Its a great performance carb set-up, but it is the worst part throttle or economy set-up around. It was used variously by XA, XB Falcon GT Hardtops from 1973 to 1977, and again on the TR7 V8 rallye cars campaigned by Leyland in 1978. They were awfull for fuel economy.
Rule is that if you reduce the short turn radius, keep the bends to a minimum. Doing a minium bend will improve on the bad CFI fuel atomisation, and stop fuel drop-out. I'd err on the side of caution. If there is evidence of fuel leaks on any 90 degree CFI set-up, then I'd never, ever put it anywhere near the exhast pipes.
3. Funny thing is a down draft CFI with the right 90 degree bend on a good manifold will work just fine becasue the mixture motion is mildly supercharged by the free fall, even if its only 2" or so.
