"Edited by kjhibbs (Yesterday at 06:44 PM)
Edit Reason: The quote from Binder Planet came across a bit rudely."
Sorry if it came across that way.
I have been playing with GM TBI and MPFI for more then 10yrs.
I have just about everything documented for the DIY'r to successfully install and tune a system on just about any engine.
The fuel injection system really doesn't care or know what engine it is bolted on. So as long as you tell it the basics and install it "correctly" it will run.
Then the fun starts with the fine tuning. Most just get that glossy look in their eyes at just the mention of tuning EFI. But it's not as bad as you think.
The main thing to remember is if a guy selects a complete system from a donor that most closely matches his, then the system can be installed and driven without making any tuning changes.
The tuning optimizes the system to your individual engine.
There have already been a couple links to binderplanet.com injection forum posted on here so there's no need for me to copy and paste all the specific FAQ's I have put together to guide someone thru the complete conversion.
But I have used the same very basic GM tbi system to install on a 4 cyl classic minicooper with DIS-distributorless ignition all controlled from the ECM, to 500cid caddys with the BBC 454 throttlebody.
The stovebolt is a pretty common I6 and the TBI will work fine. Just like the Carb, the long manifold will cause slight lean on the outer plugs and slight rich on the inner.
A swap to a dual carb manifold and simply running 2- 1 barrel throttle bodies will definately help.
But they aren't race motors so 1- 2 barrel throttle body will work fine.
My next I6 project will be MPFI with turbo, just cause I can.:)
Oh, as for the fuel pump, I run the same type pump on my TBI and my MPFI projects and my customers. No problems, no issues. I run them external with a clear G3 style filter on the inlet side to protect the pump.
I have never had a pump failure.
The only way the regulator can ever see high pressure is if the return line gets pinched or restricted so the fuel returning to the tank gets blocked.
As the return line pressure increases then inlet pressure increases.
I recommend 3/8 feed and 5/16 return lines.
