A_Rescue

A lesson learned with fuel injection tuning... If the motor is built and the vacuum is altered.... The PCV valve requires changing. The stock "Tapered" PCV will oscillate open and closed and make tuning below 2000 RPM's a series of over compensation. Straight wall PCV is required and meters correctly at lower vacuum... john

willie this should help.... john

hello all looking at electric fan kits fr a 71 monte SS BBC with 650 HP. So many options between 200 and 500 bucks its hard to know what is and isnt effective. Anyone with a reliable electric fan set up want to chime in? the EFI controller I am leaning towards gives me a 2 fan option with fan relay control at selectable temps. Some fans offer an autonomous temp control and some don't. Not sure if I need variable speed controller with two adjustable fan on/off built into EFI controller Whats working for you guys? Thanks John

Thank you dan and Cody, I will document what and where I get what is needed. I prefer to make my own harness and route it as required, so the connectors are important Thanks a bunch

Thanks Mo, norwalk huh.... harbor city here

Hello All I have a 71 monte ss454 and I am rewiring it. Does anyone have a listing of the connectors required for trunk, interior, and engine compartment? A kit would be crazy good john

Anyoe have experience with this system, if it works well and is reliable I will keep and clean the stock fuel tank... https://www.aeromotiveinc.com/phantom-fuel-system/

ya.... 496.... I love big blocks... good for you!... have to change your moniker from 420 ponies to ??? BTW... That jack nicolsen photo cracks me up every time I look at it john

I shot Carl an email late last night and a thorough response was in my email q before I woke up, excellent customer service! Below is the email and his response. Yes using the MAP sensor has benefits... electrical load reduction and extends the operating range of the injector when lowering the fuel pressure at cruise/idle. That means the injector minimum pulse width stability issues for high LBS/HR injectors are less of an issue since the injector duty will be higher at lower pressure.... I added an additional few questions about the pump motor type best used in PWM systems and any conducted garbage emissions coupled to the 12 volts system. (Valuable lesson learned from an early generation LED upgrade headlight on my Harley interfering with PCM)… long story, I removed the lights... My query to Carl I am very interested in your product and wish to ask a few questions. Is there a particular type of pump motor to use for the PWM drive voltage versus the DC drive voltages? If so, what EFI pump tank motors do you recommend. I am converting a thirsty 1971 monte carlo 454 to fuel injection and want to put an efi fuel tank/pickup/motor and control the motor with your controller. Conducted emissions on the DC lines, are the input DC lines filtered and isolated from the PWM, if not, do you know what the PWM frequency is? MAP feedback advantage over Constant pressure is a reduction of steady state load on the electrical system... True, do I have this right? thanks john Reply from Chris Hello John, and thanks for the inquiry. Depending on the horsepower level there are several GM fuel modules that should work well. The Gen5 Camaro fuel modules, the SS and ZL1, may be good choices. A specific mounting ring is needed. In general, the turbine style pump used in a fuel module arrangement is best for returnees PWM fuel delivery. Simply attaching a turbine pump to a closed loop control system typically will result in poor low duty cycle performance. Some fuel beyond that used for idle/ cruise must pass through the pump.for smooth operation. In the OEM fuel module this bypassed fuel is used to power the suction transfer pumps to keep the lower reservoir full PWM output frequency is approximately 1khz. MAP reference fuel pressure has several advantages. Power reduction is one. For very large injectors a lowering of the idle/cruise fuel pressure allows for sufficient duty cycles to allow good fuel control. Regards, Carl Casanova VaporWorx 805-390-6423

I think I found the answer in a tech write up. manifold methods draws less steady state cruising current than the constat pressure syste... longer life/higher reliability and colder gas.... cold gas is good Another feature of PWM control is the reduction in the electrical requirement. For example, the 5th-generation pump requires 10 amps to run at full speed at 58psi. At cruise the PWM systems requires approximately 3-5 amps depending on if the system has a manifold referenced or static fuel pressure. This reduction in power also means greater alternator life. john

Paul, I see that the vaporworks PWM fuel pump controller gives a choice between MAP sensor feedback or Constant pressure feedback. At first thought I am thinking the dynamic response of the MAP sensor feedback controlling the PWM will respond better. I am not sure if the response time of the map or the constant pressure regulator method would make a difference. I am thinking the Constant pressure is best for self learning EFI systems... Which method did you use? You think there are any advantages in one method or another? Thanks john

Wow, good story.... Thanks Steve.... Now Im gonna have to find some old photos at Danbury state fair circle track rolling tires around the pits for Chicky Stockwell in the 7/11 jalopy circa 1970.... Thanks Steve

Thanks a bunch, you guys are great!... any thoughts on a single plane or dual plane EFI manifold (60 lbs+ injectors)? I am going to dive into the different software packages with the EFI controllers and examine the VE tables and make sure I can get fine resolution, hopefully 256 RPM increments from 500 to 2500 RPMs and 0.5 lb. resolution for the vacuum rows of the VE table , that would be 8x 25 effective rows of VE tuning capability to tame the idle and low end drivability... which may make a single plane meet my needs.... maybe.... Once again I appreciate all the feedback... Paul, now I'm thinking of a PWM controller on the dual electric fans too... john

I have stainless custom mades, but I have been told Hooker does well. My only suggestion is to weld low profile 18 MM bungs in each collector. Put plugs in them for now. The ability to put a wideband O2 sensor system in each collector for monitoring, tuning, or troubleshooting is worth it's weight in gold... Hopefully you wont need them, but if you do... they are there. The bung should be located between 3 oclock and 9 oclock, preferably at 12 oclock.... Condensation will destroy the wideband... john

correction... I think the kit will be a little over 5 grand.... eeek....

Excellent links and write ups Paul... The PWM system is the way to go... Here is a good piece I read.... and your comments reinforce what is written in it... https://www.musclecardiy.com/muscle-car-tech-tips/carburetor-to-fuel-injection-choosing-the-right-efi-system/ John

Thanks Paul, good work and I appreciate the effort. I was leaning towards EFI replacement tank due to potential corrosion. The PWM controller fuel pump system will economize on alternator load as well as keep the fuel temperature low by not returning hot bypass gasoline to the tank. Heat kills motors of all kinds... I only want to do this once.... This is getting harder as time goes by... I was looking at this RFI fuel tank... sump and baffles and a non PWM motor https://www.efisystempro.com/image/catalog/pdf-library/sniper-efi-fuel-tank-system-setup-guide.pdf I'm fueling a big block LS5 454 with all new internals built for the drag strip. The motor is in the mid 650 HP range, rectangular intakes, custom stainless steel exhaust currently connected to a turbo 400 (Tremec 6 speed is on my mind) and a 4.56 12 bolt rear end... For the EFI controller I am liking the Holley dominator EFI... It can run two or more (up to 24) O2 sensors and having two oxygen sensors for dual exhaust, one for each bank, will make bank to bank or sequential injection a lot cleaner and better analysis of tune and motor condition. The dominator offers inputs for knock sensing and it offers bandwidth control to filter out the solid lifters and header noise. In addition, the dominator will drive a 4l80E and a 6L80 E capability is on the horizon If I decide against the tremec 6 speed manual.... I REALLY LIKE the horseshoe shifter....but I love a manual... Is it Monte Blasphemy to put a 6 speed in it? efi controller holley dominator https://www.holley.com/products/fuel_systems/fuel_injection/dominator_efi/dominator_ecu/parts/554-114 I'm just dangerous enough with a keyboard to utilize a lot of the dominator capabilities... as long as I have wideband O2 sensors to read I wont need a dyno.... just the logging system which accepts external widebands… Now I am not sure how to get synched to the rotor for sequential firing, batch/bank firing wont need the cylinder one timing pulse but sequential firing will. I want to set it up for sequential if I figure out how to do it without breaking the bank... more research to be done. The manifold and fuel rail I am not decided on, not a lot of data on the performance differences between the ram air configurations out there. Edelbrock has a nice dual plane manifolds that will fit under the hood scoop just fine, weiand and holley have good stuff to... not up to that decision yet, single plane or dual plane is the first decision to make. I think the dominator has the tuning RPM resolution to enable a single plane with careful tuning below 2000 RPM's. I make about 10 inches vacuum at 700 rpm idle in gear. more research on the dominator software is due soon... I want drive-ability at lower RPM's... Once I figure the fuel delivery system and alternator loading I will wire it all with 12 gauge minimum with fusing and an accelerometer cutoff and maybe a low fuel pressure cutoff and low oil pressure interlock. Once the fuel system and electrical system is done I will finalize the schematic and wiring locations along with wire gauge, all components and fuel hose sizes and locations and share it with the team.. so I have decisions to make and more research to do but I am certain I can do the entire package for just a bit over 4 grand.... more to come and thank you Paul john