I'm looking for options and experience with injection systems and methods for a GMC 302.
I'm building up another 302 and want to go a different direction from the one I went with on my first 302 build using carburetors to deliver fuel.
I'm familiar (only vaguely) with Hillborn injection and wonder if I can't build up something from scratch that might better suit my need for more speed.
Who has some experience and ideas here that willing to share some information?
I found some interesting reading on Moon Engineering's fake strombergs injection system on a flathead Ford motor and can't see why I couldn't adapt that approach to a 302 intake.
Anybody been down this road before?
I'm sure that many with different experience than mine will chime in but since a stock head GMC has shared ports and an uneven firing order direct port mechanical injection complete combustion is only possible in cylinders 3 and 4. With the other 4 there will be 2 lean and 2 rich due to the fuel continously going in and having different pulse sequences. I would see no problem a throttle body like a Holley or the ones Moon has made from 97 lookalikes.
I have used 2 different mechanicals both Algon units converted to Hilborn/Enderle style with fair results but never as good as a carb yet. Without unlimited dyno time I have not had the time to perfect injectors on gasoline but I'm sure others have. Nitro or methanol works well or as good as can be expected.
A good computer controlled timed injection should work well and I'm sure there are computer programmers to make then work..Good Luck
In general,the traditional Hillborn mechanical injection is not user friendly for street use.
Rob,There's lots of info on the various throttle bore injection systems adaptable to older engines using GM TBI componets and after market control boxes,Megasquirt?
Holley and Edelbrock make port and TBI injection for V-8's.And I think some are universal and may be adaptable to inline engines,about 2 grand when all said and done.
Injection won't necessarily make more power but it can be more effecient at part throttle,especially port injection,on modified engines.And port injection doesn't require a heated intake manifold for good in town performance.That's good cause it lowers the detonation factor if you're running high compression ratios.
The demo that Marc and I did Tuesday in Wendover convinced me that the GM TBI can be used on these old inlines. We had a few problems. A vacuum leak at the adapter, keeping the fuel line from the demo tank hooked to the doner line from the GM system, and throttle linkage mounting. This was a total cobble/demo just to show what could be done. But we had it running in less than an hour! I'm working on pics and a post now. Megasquirt is the key here. Check out this thread . Re: Bonneville.... TBI conversion - installation demo
Are you talking about mechanical fuel injection or eletronic fuel injection?
If itīs about eletronic, check on google for mega squirtle! if you have de budget you may want check for the Haltech or AEM, if you are very rich you can check for Motec! :p
Edy
Bang for the buck it will be hard to beat the junkyard TBI and megasquirt combo Tom and myself demo'ed at the inliners BBQ in Wendover.. All said and done $1200 will be enough including a wideband O2 sensor so you can tune it properly.
here is another, although not a junkyard unit. it is new and a complete system. fully tunable also.
http://store.summitracing.com/partdetail...15&autoview=skuor this one for more flow.
http://store.summitracing.com/partdetail...15&autoview=sku
Not sure this helps, but, I have a copy of this mag.
Hot Rod Cover May 53 Coolest looking setup I've ever 'seen' on an engine like that (seen is in quotes, because the mag is the only place I've ever seen it).
Nex. The picture on the cover of Hot Rod looks like one of the 2 sets I have. The straight one I have is 2-1/4" and the second one is canted and is 2".
tlowe. Your Summit direction was the ones Holley makes I was refering to and to me would work on any engine, 4 or 6, They are made for 8 but all would work. I believe Edelbrock makes one too.
That is some engine. Anybody have the article on it?
Nexxussian says that he has a copy, as do I. I will scan in the article and make it available.
The
HRM article did not add much useful information about the fuel injection system on the engine. Does anyone know what happened next?
Yeah, I'll have to find the article, I don't recall much being said about the injection itself, aside from it being injected.
i have that issue. Don Francisco writes about several inlines in the early 1950s, including extensive treatment of Chevrolet and GMC engines. From 1954 on, the magazine is almost entirely devoted to V-things, since that is where the aftermarket and the advertising money are focused.
God's Peace to you.
d
Inliner #1450
Thanks Hoyt, It's interesting that a 270 was made into a 302 at that time rather then starting with a 302.The builder sure used a variety of manufactured(Packard valves,Cadilac valve springs) and home built parts. Noticed the 2 Stellings breathers ventilating the lifter/pushrod chamber.I'm not sure what may have been accomplished there.Do you know?The 261 I'm rebuilding came with one attached to the valve cover to ventilate thru the upper valve train. That makes more sense to me for pressure relief of the lower end.Maybe I don't understand correctly. Help me out.
diceman. did you make that nice lookin stuff? tom
Thanks Tom. I modified the distributor, built the TPS mount, and mounted the fuel pump regulator on the old fuel pump base. The throttle bodies are Retrotek and the regulator is a Holley unit.
diceman, That is good looking stuff! This is why I'm here too much. ( I heard that!
) There are so many folks with so many ideas. At this time I am committed to making a GM TBI/Megasquirt work on my 292 turbo project but that carb looking/Edumunds thing might be an option on the 270 in the '53 that I had planned to supercharge with two one barrel carbs. Marc warned me that my plans might change when I saw the MS work. Life was so simple before I found this site!
Thanks for the kind words. After I get the fuel injection installed and tuned I am planning on adding a McCulloch supercharger that I have.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/94bc_01.jpg
Sorry about that Hank. I will try to get a better picture posted this weekend. Check this out.
http://i532.photobucket.com/albums/ee330/diceman50/bbd2_1.jpg
I am not running an inline engine yet but I do run a forked 8 using efi with a MegaSquirt controller, I sure like the way it works.
Diceman, are the throttle bodies all set for supercharging? Will they already take the extra pressure right out of the box or is modification necessary? Can I assume that the computer will automatically add fuel once the blower is on. If the retrotek's can take the pressure, it sure make the McCulloch and Paxton units much more appealing versus the roots units.
K-10,
No modifications would be required on the Retrotek throttle bodies. The only thing inside them are the throttle blades and the Bosch style fuel injectors. The injector discharge is below the throttle blades so any leakage around the throttle shafts would be air only. However you would need an ECU that is capable of handling boost applications. Most of the aftermarket units will do so with the proper MAP sensor. (2 bar or 3 bar) Also you will need a boost referenced fuel pressure regulator to overcome the additional pressure in the manifold.
Ron
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P8130003.jpg
I got my stub harness, connectors, and terminals from EFI Connection today. Very nice! I furnished them with a list of the circuits that I wanted and they installed a 6' lead in the 3 ECU connectors with the proper GM wire colors. They also furnished the sensor connectors and terminals for the other ends. This way I can route the harness where I like without any splices.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P9170003.jpg
boost referenced fuel pressure regulator
Can you elaborate? Type? Brand? I don't understand yet.
K-10,
Perhaps I should have said "a manifold referenced fuel pressure regulator". For every pound of boost you put into the manifold you must increase the fuel pressure by the same amount to maintain the same fuel flow. Most or all modern fuel injected engines use a diaphragm type regulator with fuel pressure from the pump on one side and a spring on the other. When the fuel pressure overcomes the spring pressure a valve is lifted off its seat and excess fuel is allowed to return to the tank. The spring tension determine the fuel pressure. The spring side of the regulator is connected to the intake manifold. On a non boosted engine the vacuum in the manifold will cancel some of the spring tension and allow the valve seat to be opened more easily therefore reducing the fuel pressure. They do this to lean out the engine during light load or coasting situations. (high vacuum) This also works in reverse. When you add positive pressure (boost) to the manifold it adds to the spring tension and raises the fuel pressure. Here is a picture of the regulator I am using. It is a "Holley" unit. You can see the diaphragm in the middle and the hose barb on top to attach to the manifold.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P8140005.jpgRon
That looks very nice, is that mount made to fit over the fuel pump mount pad (on the block)?
Thanks Nexxussian, Yes it does. I am trying to keep the truck looking as vintage as possible. My hope is that at first glance people will not realize that it is fuel injected.
Ron
Why not mount a pair of the '82-'84 Corvette/Camaro Crossfire single bbl TBIs on a 2 carb manifold. You would probably have to enlarge the mounting flange as they have a big butterfly. I'd think that they would work fine on a 302. They wouldn't look old but they should offer some good performance on a high performance street build.
Tom
Sounds like a reasonable plan to me.
Sorry for the long delay on the fuel injection project. I have been busy at the museum and also had to finish a custom hunting buggy before the season is over. I hope to finish all my other obligations for the year in the next week to ten days so I can spend the rest of the year working on this project.(sure)
This is looking good! Although I am not a fan of things that look like something else I do think this is cool! And once again someone else will be on the road before me.
I'm the "old fashion" just plain carb type,but I do admire the skill it takes to develop this newer style of old inlines.One question: What manufacture is your fuel pump? Is that modified by you too?
Thanks for the comments!
What manufacture is your fuel pump? Is that modified by you too?
That is actually the fuel pump regulator that I mounted on an old fuel pump base.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P8140005.jpg And once again someone else will be on the road before me.
I don't know if that is true or not. This is going to be a big project. Since I am using Fenton Manifolds the exhaust system will need to be redone with duals.I am planning on doing it with stainless steel mandrel bends. I am also going to finish my A/C and Gear Vendors overdrive install while I'm at it.
Now see! That's ingenuity I admire. Very clever use of the old fuel pump base.
Yep, I'll bend my rule for this one. It's fun to try to figure out what the thing you thought you recognized really is. What is it in?
Perfect! You make a Texas transplant proudER!
Your PCV is hooked under just the one throttle body. If this was a progressive linkage system, it would be the best way, however with a 1-1 throttle, you will lean out the back barrels during idle and low speed cruise. The PCV acts as a vacumm leak. Your injection will have difficulty compensating for that as it will hunt back and forth recognising lean, and then rich as the front will fatten up as well, unless the injection system is set-up as two 'complete' individual systems.
An easy fix is to to split the PCV between the two throttle bodies and have it enter under each.
Interesting idea, but I don't think it will be a problem. According to the Filter Manufacturers Council Technical Service Bulletin #94-2R1.
"Blow-by gases and vapor should be removed at about the same rate they enter
the crankcase. Since blow-by is minimal at idle and increases during high speed
operation, the PCV valve must control the flow of vapor accordingly. The PCV
valve is designed to compensate for the engine ventilation needs at varying
engine speeds. It is operated by manifold vacuum which increases or decreases
as engine speeds change.
For example, at low or idle engine speeds manifold vacuum is high. This pulls the
plunger to the extreme forward position, or manifold end of the valve. Due to the
shape of the plunger, vapor flow is reduced to a minimum. The low rate of the
flow is adequate for ventilation purposes and will not upset the fuel/air mixture
ratio."
Also the air is mixed with fuel and oil vapors in the crankcase which are combustible. It's not like introducing raw air to the manifold.
If it does prove to be a problem the fix is very simple as you suggested.
Thanks for your input.
Might you show us a factory system that vents anywhere except under the primary intake source?
I believe you've taken a generic statement and assumed that it'll remain true in multiple intake system. What they said was true about the effect when you introduce the PVC leak under the primary intake source as it can be compensated for through a slight richening of the carb or injection at idle. It is true that less goes through at idle, but as very little air flows through a closed throttle at idle, it takes very little to change the air/fuel ratio.
Take a look at a '60s Chev 8. The PCV valve is located at the back of the passenger side valve cover. The line is run forward and tied into the carb under the primary barrels. Why make it so complicated if it doesn't matter? Take a look at "factory" multiple carb systems and see where the PCV is tied in. Look at a 194/230/250 intake and see how they've gone to the trouble of runing the PCV tube through the intake manifold and up under the carb to that the PCV leak ends up mixed with the incoming A/F mixture equally so as to not lean out a few cylinders. If the tube wasn't there, and the PCV leak just entered in line with 3-4 cylinders, you'd have to run 1,2,5 and six rich to avoid the lean misfire in 3&4. I wasn't trying to be a smart a$$ or putting down your work, but trying to help you avoid having 3 rich cylinders at idle and cruise.
Greybeard, I take no offense at your suggestions nor do I mean to offend you with mine. I hope we are just having a friendly exchange of ideas.
Ron
I worked on the fuel lines today. Had to modify the gas tank filler neck to accommodate the return line from the supply tank and the vent line for the EVAC system.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P51000031024X642.jpg
Since my son bought my oldest grand daughter a Jr Dragster (2 races 2 podiums) I haven't had much time to work on my truck. I have been helping fabricate parts for the chassis and drive train. I was able to finish up a few odds and ends on the truck last week though. The plumbing for the fuel system and charcoal canister are finished. I scrapped the throttle linkage that I had installed earlier. There was too much monkey motion involved. I was able to retain the original gas pedal, but everything else was changed. The cruise control hookup is incorporated into the gas pedal arm under the dash, which allows mounting the control unit inside out of site. I mounted the ECM and moved the MAP sensor and remounted it with the vacuum nipple pointing down as per drummin52's suggestion. Thanks for the heads up. Got the oil filter moved and plumbed also.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P8110015.jpghttp://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P8110008.jpghttp://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P8110006.jpghttp://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P8110011.jpghttp://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/P8110007.jpg
diceman,
it is coming together nicely!
what ecm are you going to use and is it programmable by you? tom
Thanks! With the help of a good friend my system will be run with a GM TPI ECM out of a 92 Camaro. He has the ability to log and modify the fuel and spark tables and burn a custom chip for me. It may take some time to get it tuned properly, but it should be worth it. The main goals of this project are to make it very reliable and easy to service. I am trying to use all OEM components so I can go into the local auto parts and get anything I need including a new ECM. The only custom part will be the PROM in the ECM and I will always carry a spare copy.
This is really an interesting project. High tech junk yard rodding.
I decided to go ahead and install the A/C condenser now instead of waiting until later. Once I get it running I know I won't want to shut it down again. While I have the radiator out I decided to build a proper ignition timing pointer on the harmonic balancer.
http://i532.photobucket.com/albums/ee330/diceman50/P8300006.jpghttp://i532.photobucket.com/albums/ee330/diceman50/P8300009.jpghttp://i532.photobucket.com/albums/ee330/diceman50/P8300010.jpg
I like that simple and to the point. :^)
LG
Sorry it has been so long since my last post. I have been very busy at work plus racing Jr Dragsters with my son and grand daughter. There has been much progress on the project. Some good and some bad. Unfortunately I have not had time to post about it. The truck is running and we have logged about 300 miles on it while experimenting with different computers and tunes. We have learned a lot about idle air strategy. We have also tried both TPI and TBI computers. We are going to proceed with the TPI unit out of a 92 Camaro. We have a good basic tune that starts and runs very well. Once we get the permanent wiring harness done we are going to install a wide band oxygen sensor so we can fine tune for power and fuel economy. We have been running with a temporary harness so we could switch out the computer easily. The torque converter circuit in the computer controls the Gear Vendors overdrive flawlessly. We have it setup to engage at 60 MPH and drop out at 45 MPH. My friend Greg who is doing all the computer programming even programmed a passing gear into it. Once we get the EFI dialed in I am going to install a McCullough supercharger on it.
Sounds good! Your son and grand daughter aren't always going to fit in Jr dragsters. Do it while you can! Tom
What he said.
Look forward to the update whenever you get around to it.
Just got through testing one of the wildest idea's I have ever had and it works great. While road testing and tuning the EFI system on my truck we experienced a cold weather drivability issue. We made several changes to the tune and every time we backed out of the garage and took off it was fine, but within a 1/2 mile or so the problem would return. We decided to return to a tune that we had used on an earlier test session that had worked fine. Same results. This was a particularly cold night and we finally decided that the intake manifold was too cold. What was happening is when we pulled into the heated garage to program a new computer chip the intake would heat soak from the engine block so when we fired up for another test drive it would run fine until the manifold chilled down again. It seems I had underestimated the importance of manifold heat. I am using an Edmunds manifold that has a steel tube cast into it for running engine coolant through to heat the manifold. Since I am using that cavity to run my idle air supply through that is no longer an option. Then I had this crazy idea that I could use some diesel engine glow plugs to heat the manifold. It works! Please excuse the wiring. It is only temporary. Also, I am going to use glow plugs with a threaded stud to attach the wire. That should make it a little less obvious.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/DSCF0188.jpghttp://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/DSCF0181.jpg
I would be cautious with the glowplugs and fuel. I have bench tested them. They get hot enough to start a fire, after all, that is their job. Hate to see a fire start in the intake. Talk about pre ignition!
You may be better off to still try and use the hot water method in some other fashion.
Another thing, those glowplugs take alot of current. Tom
They are not inside the plenum of the intake manifold. There is no fuel on or near them.
Now that makes more sense! They will still take alot of current. Too bad you can't use some of the wasted water heat or the exh. Tom
Glad to hear that it seems to work.
Do you plan to run it through a timer or a dropping resistor?
I know of at least one vehicle (diesel) that uses a dropping resistor to run the plugs at lower power durring warmup.
I would expect durability issues with the plugs themselves if you ran them full current continuously (it's why I ask).
The glow plugs are 10 amps each. I too had doubts about durability so I did a bench test. We are going to use the Air Injection Reactor circuit to control them. They will only be on when the coolant temp is below 160 degrees or the inlet air temp is below 80 degrees. Where I live that should not be very often. When they are mounted in the manifold they have a constant supply of fresh air for the idle air system flowing over the element. The manifold also acts as a large heat sink. A much friendlier environment than they were designed for. I simulated the situation with an aluminum tube and my air compressor. I ran them continuously for 4 hours with no issues. If long term durability becomes an problem I will try some 24 volt units.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/DSCF0199.jpg
Good to know, thanks.
As a general rule I don't like things that look like something else. Disc brakes hidden behind finned phony drums, Studebaker/Olds valve covers on a SBC, injection that looks like carbs, etc. But I like this project and how you are doing it. It has a reality of it's own. You've broken a lot of new ground here. Beater
Well done!...
This is an excellent install, if you have an OD trans I'm betting that you will increase your highway mileage by 15% providing the tune is good.
Thanks, My friend Greg did a fantastic job on the wiring. The truck has a 3 speed manual out of a 69 Firebird with a gear vendors overdrive. We are using the torque converter lockup circuit to shift the overdrive in and out. The tune is close, but still needs some tweaking. I can already tell a difference in the fuel mileage and power. The throttle response is awesome.
http://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/DSCF0286.jpghttp://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/DSCF0285.jpghttp://i532.photobucket.com/albums/ee330/diceman50/Hank%20fuel%20injection/DSCF0284.jpg
On to phase II - New engine
My 235 fuel injection project is done!!! Although we are still troubleshooting a noisy VSS signal and fine tuning the VE tables I am officially declaring this phase of the project successfully completed. The truck starts, idles, and drives beautifully. A/C, cruise control, and overdrive are all working great. We have logged almost 3000 miles while testing. With my friend Greg's help we were able to overcome several unforeseen problems including Idle Air Control (IAC) volume and distribution, manifold heat( or lack thereof), fuel distribution strategy, and we even found a couple of GM computer software glitches. Though it was difficult at times it was also a lot of fun and very satisfying overall. Without Greg's help and knowledge of the GM computer this project would not have been possible. He even wrote some custom software code to allow the computer to control the Gear Vendors overdrive and the electric manifold heaters.
I hope ya'll enjoyed reading about it.
"UPDATE"
Just a quick update on my project. I have put 6000 miles on my truck since the conversion to fuel injection. Overall I am very happy with the performance. Start up, idle, and drive-ability are great. The only disappointment is fuel economy. Gas mileage is 15-16 mpg and identical to the carb. Technically the mileage is slightly better than before since I added AC at the same time. I guess it is a little greedy to expect better performance and better gas mileage while adding air conditioning. There is probably some mileage improvement available by fine tuning the VE tables. But, since I am planning on installing a supercharger this winter we decided to wait until then to do so.
The truck is down right now for a complete brake and suspension rebuild. It runs a lot better than it stops and handles.
What A:F reading do you have part-throttle cruise?
Using vacuum spark? How much?
when carbs are running on their main metering circuit they are at their highest effeciency, it takes a certain amount of horsepower to propel the vehicle along at a certain speed -thus it requires a certain amount of fuel to create that horsepower, so there should be no big change in gas milage if the carb was jetted correctly. But drivability in and about town where there is much transitioning between the idle, enrichment, and main metering circuits should be much smoother than with the more primitive carb. These old trucks usually had 3.90 rear axles and even with 235's could lug around corners with no stumble problems. To get some better mpg a taller rear ratio could now be used and let the efi and big inches really shine in drivability and "no stumbleness". Stout stuff!
thus it requires a certain amount of fuel to create that horsepower
That's only the BTU content of the fuel. All the combustion does is expand the working fluid, and except for diesels the cylinder is never full at part throttle.
What's different is that anything that increases the working fluid mass improves power and reduces pumping loss.
An engine at 14.7 can't get the same mileage as one with 60° spark and 22:1 mix. The same fuel volume is producing much more power, but those settings are very knock-sensitive and can't be used at WOT.
I see a tripe side draft Chevy 261 when I attend a show in Turlock every year. It is a street use car and it runs great. The three intake ports are a throttle body system. I don't know whose system it is but the running qualities are impressive.
Normbc9
I can't believe it has been 4 years and 25000 miles since I finished the fuel injection on my truck. Oh well, life happens. The engine swap and supercharger that I was going to do 4 winters ago is finally going to happen. I finally found a serviceable 261 and it is at the machine shop now. After searching all over the country for one I found it just a few blocks from my shop. Plans are for a .040 overbore, mild blower friendly cam, an 848 head with some bowl work and minor port cleanup, and a McCullough VS57 supercharger converted to a SN unit. While I am waiting for the machine shop to finish I have been working on the supercharger and an old turbocharged Corvair air cleaner that I am going to use. Plan is to use the high pressure area in front of the windshield for some extra supercharging and as a cool air source.
Following is a link to some pictures if anyone is interested. Unfortunately they are not in order.
http://s532.photobucket.com/user/diceman50/slideshow/Supercharger/Inliners%201
Diceman, Glad to see you back with more of your build. Any reports on the 25,000 miles?
Thanks,
Overall it has been very good. I did have a computer failure. It was a salvage yard unit so I wasn't too surprised. One of the goals we had when we started this project was to use as many OEM components as possible for ease of service. This played out well when the computer crapped out. A trip to Oriellys and $89 exchange and we're back in business. If it had been an aftermarket unit I would have been down for at least 4 or 5 days and much more expense. That is about the only issue we have had with the fuel injection system. The truck starts and runs beautifully and really is a pleasure to drive. Can't wait to get the new engine and supercharger installed.
Are you going to do a blow through system?
Yes, It will be a blow through system with a new 2 bar MAP sensor and operating system to handle the extra boost.
Check if you will need to boost reference the fuel pressure regulator. Since you are using a GM ECM - it will depend on what the ECM was designed for.
Just an aside ...
Are you controlling the timing with the ECM?
We are already referencing manifold pressure on the regulator and the timing is ECM controlled.
I finished my supercharger conversion and rebuild today. It was pretty straight forward and without any real surprises. Unfortunately I had a camera malfunction so there aren't many pictures of the actual assembly.
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So, You cut the snout and remover the solenoid and variable drive stuff? I'm not sure if I want to do that. My son did it on his Stude and went to a two belt set up.
So, You cut the snout and remover the solenoid and variable drive stuff? I'm not sure if I want to do that. My son did it on his Stude and went to a two belt set up.
How did it work out for your son?
It worked well enough to scare the crap out of me when I drove it. He blew two stock trannys in 2nd gear just before shifting into 3rd when the supercharged 289 Stude V8 was just trying to turn the screws a bit more than the T-86 Borg could bear. It liked the WC T-5 better and allowed him to stay on it longer and pump all the oil into the valve covers. That is not something the bottom end likes, a problem with Stude V8s. All in all I think the McCulloch worked pretty well.
I checked with Hillbourn for a 261, yes they do either mechanical or electronic but get ready to shell out the Big Bucks, also check with Fast I think that they can now set up multiple
throttle bodies(like the singles that were on the S10's), would'ent that be KOOL 3 of them on a log manifold, either way$$$$$$$$$$$$$$$$-------------Dave
I have been posting updates of this project on several different forums. As I was getting ready to update this one I couldn't believe I haven't done so since February. So in an effort to do a better job I have decided to concentrate my efforts on only one. It seems that most of my recent activity has been on 67-72chevytrucks.com. There is no particular reason except I find it easier to post pictures there (for me anyway) and my good friend and neighbor Z10 has been posting his project there also. Which I have done a lot of work on.
So, if any one is interested you can find updates at the following link.
http://67-72chevytrucks.com/vboard/showthread.php?t=653268 There is quite a bit more recent content there already.
I am not mad at anyone. Just trying to make better use of my time. Also, I am not leaving. I will still be keeping up with what's going on here.
Update on the 261 engine swap and McCulloch supercharger on my 1958 Apache, I am happy to report that everything is up and running and I am very happy with the results. Before I pulled the old engine out I did some performance runs with my G Tech meter so I could measure the difference. The old engine was painfully slow and averaged 21.88 seconds from 0 to 60 MPH. Of course the truck is heavy at 4160 lbs. and has the aerodynamics of brick. When I made the same runs with the new engine and supercharger I thought my G Tech was broken. I made about 6 runs to make sure it was right. The modifications knocked 10 seconds off my previous times for an average of 10.83 seconds. Not fast by any measure, but at least I can get out on the Interstate without being in the way.
http://i532.photobucket.com/albums/ee330...1128_151130.jpghttp://s532.photobucket.com/user/diceman50/media/Supercharger/Hank%20Plenum/20160204_195011.jpg.html
Great progress. This has been a long process but unlike several others you have stuck with it and kept us with you. Thanks.
