Need INFO on SEFI/200 Intake "Long"

I am fairly excited about this and I don't have the knowledge or expertise in this area, but----I think I found a workable SEFI Intake that will adapt fairly easily to this 200???? Need feedback though....the intake comes off of a 96 Escort LX 1.9 litre 4 cylinder...What I like about this manifold is that the plenums are not fused and they line up fairly close to the end of the 200 plenum only one of them is a problem. But here is some more good news the Air Intake resevoir is a straight round alum tube so if you splice this thing and put two of them together with 3 plenums ea. end to end and manipulate the center section to get the distance there, you will have an almost perfect intake with separate tubed alum. plenums that look fairly flexible. Wait it gets better, the flange on this thing can be cut machined and manipulated to assist with the lining up of the port to plenum connection.. at worst you may have to cut the individual plenums and reweld them so they line up on the port to plenum flange.... Any way I pulled one and brought it home, got the throttle body & and cut the cable, most of the FI connectors and harness and the manifold along with the fuel injectors. I think this is a good solution to the log be removed and replacing it with this manifold.... the exhaust flanges will have to be removed to but then a flat piece of aluminum about 2 inches thick can replace that -- easy enough--- what do you all think?? If it sounds like a go to you all I am going back and pick up another intake I spied today...before I left the yard. Also, I am thinking I can connect this thing to the MEGAsquirt system........any feedback will help me..... : : :roll: :idea:

well, since u bought the stuff u can at least try to do it, i cant afford to get all that stuff right now since i have priorities for the car, but once the car is painted, i will concentrate once again strictly on the engine...first off...i dont get the term SEFI...does it mean Super Efficient Fuel Injection?, works for me some pictures of the setup beside a log head would be nice so we sorta get an idea of what it will look like...but will this system work with megasquirt? I thought that the megasquirt system allowed only for fuel dumpaget at the same time...although if i knew more about what i was talking about i could probably help...i think i'll shut up for now though and just go with the compliments.

Well, I don't know much about it either, but I think the "S" stands for sequential, how it is different from a multi-port fuel injector I am not sure. But I do believe the Megasquirt system will work: 1) I read where it will work on a 4,6, 8 system and I think it has a PCB "Program Control Board that lets you define firing arrangement to any system and like the valve timing on the cam, so it can spit into the different chambers at just the right time, and hopefully in the right place.... 2) The key problem will be as I see two-fold, first it has to be ported exactly to the head and line up with the plenums, which with this manifold looks easy to modify and second making sure you supply enough air to the system for good atomization, and of course the big issue 3) I have to find a way to bolt the thing up to the head???? Cost, well I got all that stuff for a whopping $90...not bad when you figure the intake from a parts shop would run you $300 to $400 alone. I will probably get the second one next week sometime and for the same price. I had another thought I will run by anyone reading all this: I am thinking about running a throttle body at each end of the air reservoir on the intake and putting a plate in the center to separate the two, so one would supply three chambers with air and the other would supply the other 3 chambers, what do you think, will that work?

Copy this.





Its the TBI 3.2 or 3.9 OHC set-up used from 1988 to 1992. It's EEC, and can yield 135 to 161 hp without effort.


Please go for the direct mount log Holley# 2300, Autolite #2100 or Motorcraft #2150 2-bbl carb adaptor, using either the Schendahls method.



The TBI Escort or Taurus set-up is okay too.

You can do this via using two Escort TBI's in a manner similar to Mustang Geezers set up.

Sequential Electronic Fuel Injection (SEFI) is different from Multiport Fuel Injection (MPFI).

SEFI is where the injector events are timed to the opening of each individual intake valve. This is mostly for emissions and to squeeze every last ounce of economy out of the engine. SEFI systems are usually MPFI.

MPFI merely refers to the fact that there is more then one location for the fuel injectors (vice TBI with one location). MPFI usually implies that there is one injector per cylinder. This does NOT mean SEFI. you can have MPFI that is batch or bank-bank fired.

SEFI requires a lot of work to adapt to an engine that wasn't made for it.

MPFI however can be rather simple.

I'm in the process of making a MPFI for the Aussie 250/2V. It will not be SEFI as the advantages do no really make a big enough difference to warrant the extra equipment needed to make it work.

Slade

So, let me see if I am following this correctly----The SEFI is a pain to try and adapt to this little 200 but MPFI is relatively simple and it spits juice to the chambers all at once or possibly batched i.e., on an inline six if you separate the plenums so it will juice 3 chambers at a time or on an 8 alternating banks. So if MPFI is simpler and SEFI is not of much benefit regarding power--is it possible to make it MPFI by programming say using the megasquirt system...???? Sorry, I have only a vague understanding of the computerized stuff. Thanks for the info above...Also, if and when I go pull the second intake what kind of wiring and linkage do I need to get?

SEFI is more complex to adapt because you have to time the injection to the intake stroke of a given cylinder. SEFI shows gains in low rpm emissions, bu no significant improvement over batch fire systems in horsepower.

Most controllers have two injector outs, and injector power taps are paralleled off those two outputs, You power (in this case) three injectors off a single tap- un in parallel, rather than series. Ususa;;y all jectors fire at once, rather than alternate. On some user programable systems, you can fire several times per revolution.

Gasoline fuel injection injects fuel into the intake manifold, rather than the cylinder.

Components like injectors, temp and throttle position sensors, don't care whether they're on a sequential or batch fire systems- the only difference is the crank position sensor required for the sefi and an sefi controller.

Personally don't think there's advantage to separating the plenum- the real problem here s to make sure you get adequate and similiar airflow across the entire length of the engine. I'd be looking at two throttle bodies located between 2 & 3 (biased toward 2) and and 4 and 5 (biased toward 5). Since mixture control is dependent on injector open time and and airflow, it's critical that the airflow to all cylinders be as equal as possible. IT IS MY OPINION, and it's worth exactly what you're paying for it, is the illustration of Mustange Geezers twin singles are probably too close to each other for best FI use. The design while creative for carbs, may be something of a compromise for FI. (Mustange geezer- no offense intended- at least you're one of those guys trying stuff out- rather than some of us who are all talk.)

I'd suggest that factory harness' contain too much 'vehicle' crap that's unrelated to FI- look at megasquirt, where a intake air temp sensor, an engine coolant sensor, a throttle position sensor, and an EGO sensor, and possibly a fast idle control, plus the injector harness. When I revovered a 1980 Federal Fuel Injected SD1 engine (using a Bosch L-Jet) it had a seperate FI harness- it's only got about 8 wires- I took it out because I didn't know much about aftermarket controllers. Today I'd only salveg the harness connectors rathers that strip out the entire harness, Remember- electricity is simple- like plumbing, it's simple when you sit down and look at it.

Great Info! My daughter created a geocites webpage for my pics and stuff. Check it out please!

http://geocites.com/mordar65/pops_pics.html

Please feel free to comment on the page, and send some ideas for dressing it up a bit.

www.geocities.com/mordar65/pops_pic.html


Okay, that didn't work either, sorry. My daughter went to lunch with her friends, so she'll try to remedy this when she gets back. Until then thanx for the input.


try this: www.geocities.com/mordar65/pops_garage.html

Alllllrighty THEN! best wait on my daughter before I really mess it up....huh?

Okay, she got the website going fairly well, and the pic site is working, but you will have to go to the website and click on the pics to see what I am talking about.

www.geocities.com/mordar65/pops_garage.html

So here's the deal I went ahead and bought another intake with all the wiring FI'rs, and two more throttle bodies...why? I'm not really sure, I just think the thing has promise...besides the whole setup only cost me $225.00, if it is fruitless I can chalk it up to experience, right....Also, I had an idea about cutting that log head....would it be possible to open up the ends and run a thin slice down the length of it with a cut off tool and then get a piece of round steel stock that is weldable and run through it snugly and then weld the ends back up? Then cut inbetween the ports the sections that can be cut out with out screwing up the exhaust ports--- and then tack welding those in and then instead of cutting the whole log off just face the filler piece with a surface grinder and re-drill your intake port wholes? Could that be done? Seems like that would leave you a fairly good surface to weld up a flange? I don't know if this is the place for this post but it is a concern I have....Thanks for any feedback and check out my little website, it's working now, well sorta......You should be able to look at the pics.