Anyone have the CB fuel injection kit installed on their car?
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Anyone have the CB fuel injection kit installed on their car?
If I'm not mistaken a recent Hot VW's issue featured an article about the system.
Ron, I am getting a CB FI system with some engines I have purchased. I am not sure of the model yet. Email me wpierson1@cfl.rr.com and I will send details. Happy New Year!
So far they can only get about 36 MPG with a good power curve . They got more work to to to beat the 38.4 they were getting with the weber ICT carbs.
Im very disapointed with that so far the carbs are beatting injection system completely and carb cost a mear fraction the price of the injection. and way easer to install.
Im very disapointed with that so far the carbs are beatting injection system completely and carb cost a mear fraction the price of the injection. and way easer to install.
Carbs will generally get better MPG and will also make better peak power...
But the drivability and hassle free offerings must be experienced to be appreciated..
I only one one cxarbureted car today, all the rest are FI equipped.... It's addictive.
But the drivability and hassle free offerings must be experienced to be appreciated..
I only one one cxarbureted car today, all the rest are FI equipped.... It's addictive.
Thanks Will. I'll email you early in the new year.
I don't have any fond memories of my 44mm Weber carbs. If I remember correctly, I seemed to be unplugging clogged jets every few months. Also, I have a sneaking suspicion that the 44 Webers were the cause of the fire. No proof, but the fire seems to have started around the passenger side carb.
Anyways, instead of spending approximately $900 of a new set of 44 Webers, I'd rather spend $1800 on CBs new FI system. I've gone through their install download, and it looks like something I'd be able to tackle (with a little bit of help, here and there)
I'm not really concerned about improving my fuel economy (it would be nice, though). I'm more interested in improved day-to-day drive-ability, and NO PLUGGED JETS.
I don't have any fond memories of my 44mm Weber carbs. If I remember correctly, I seemed to be unplugging clogged jets every few months. Also, I have a sneaking suspicion that the 44 Webers were the cause of the fire. No proof, but the fire seems to have started around the passenger side carb.
Anyways, instead of spending approximately $900 of a new set of 44 Webers, I'd rather spend $1800 on CBs new FI system. I've gone through their install download, and it looks like something I'd be able to tackle (with a little bit of help, here and there)
I'm not really concerned about improving my fuel economy (it would be nice, though). I'm more interested in improved day-to-day drive-ability, and NO PLUGGED JETS.
Carey, I'm not going to ask you how easy it was to install, because a simple task for you might take me weeks. I want to know how happy you are with the FI system in your vehicles, and would you recommend the FI (even though it's more expensive) over Webers?
Okay, I'll ask....how did you find the install......any tips?
Okay, I'll ask....how did you find the install......any tips?
I have a second TIV that is sitting in the stand and it came out of a 914 that was fuel injected. I want to increase the CC and try to peak the performance too. What is the best way to convert it to an upright and still keep the FI system?
The threshold of performance for the stock FI system is 115 HP, I have 12 years of effort in failed attempts of more than this..
Going upright s easy, my DTM kit bolts on with an instructional DVD, in less than 3 hours...
There is no kit to bolt stock FI onto an upright engine, we typically get as far away from the 35 year old analog system as possible!
I do offer a DTM specific EFI system that is simple and programmable.
Going upright s easy, my DTM kit bolts on with an instructional DVD, in less than 3 hours...
There is no kit to bolt stock FI onto an upright engine, we typically get as far away from the 35 year old analog system as possible!
I do offer a DTM specific EFI system that is simple and programmable.
Jake, I was going to email you, but since you're posting here I ask; do you sell a DTM type 1 shroud with heater box outlets?
thanks
Ron
thanks
Ron
Thank for chiming in Jake .
On the system maxing out a 115 hp what size injectors are they useing or have they maxed them out as big as they can go
If that is the case would a doubled injector system be possible with the 4 extra injector set to come in like a progressive carb.
If The 4 cam can have 2 dizzys 8 spark plugs Why can't you run a double injecion system.
Im guessing the problem is fuel starvevaction on the 115 system you can.t get enough fuel into it to get your HP If that is the case over size the fuel rails enough to get more fuel. Or just Double up with 4 fuel rails stacked onto the Plenums . Increase the line pressure and have 4 injectors on both banks.
I Know it sounds crazy but why not? Your biggest risk is chillin the valve seats to the point of them falling out. If your confedent in the heads keeping their valve seats Id say DO IT!!
On the system maxing out a 115 hp what size injectors are they useing or have they maxed them out as big as they can go
If that is the case would a doubled injector system be possible with the 4 extra injector set to come in like a progressive carb.
If The 4 cam can have 2 dizzys 8 spark plugs Why can't you run a double injecion system.
Im guessing the problem is fuel starvevaction on the 115 system you can.t get enough fuel into it to get your HP If that is the case over size the fuel rails enough to get more fuel. Or just Double up with 4 fuel rails stacked onto the Plenums . Increase the line pressure and have 4 injectors on both banks.
I Know it sounds crazy but why not? Your biggest risk is chillin the valve seats to the point of them falling out. If your confedent in the heads keeping their valve seats Id say DO IT!!
Ron,
Install was straight forward. Our first kit was one of the first kits, so there were a few things that were changed along the way, but I would assume that these things have been worked out in the new instructions. The initial kit was designed to be an open loop system, but we wound up having to run it closed loop.
The biggest task, which wasn't big at all, was welding in the 1/2" feed fittings and 5/8" return fittings into the tank. Wiring harness was very easy to run. The fuel rails wound up sitting just above our rear shelf, which isn't the same as any other manufacturer's car, so there might be a little glass work to do back there, but it won't be much or difficult if it has to be done.
Pat mounted the CHT sensor into the head at #4 for us, which ran into the heater box. Unfortunately we didn't notice until the exhaust was ready to go on, so it was easier for us to modify the heater box, than pull the motor and tap the head.
Not sure what exhaust you're running, but you'll need something that is a 4:1 that can be tapped after the merge and before the muffler. A1's sidewinder worked great for this.
One of the only things I didn't like was how the vacuum line connected to the pressure regulator. Just pushes on, and not all that tight. Not enough room for a hose clamp either...
As for the way it works... love it. Cold start (even with some correction in the sliders) is a little rough at first. The 'puter doesn't start the "learning" process until CHTs hit 150, so the first 60-90s is reminiscent of carbs. You still have to give it the old "pump, pump" when you crank it, and feather the throttle slightly at first, but as soon as the CHTs come up it smooths right out and just purrs away...
Install was straight forward. Our first kit was one of the first kits, so there were a few things that were changed along the way, but I would assume that these things have been worked out in the new instructions. The initial kit was designed to be an open loop system, but we wound up having to run it closed loop.
The biggest task, which wasn't big at all, was welding in the 1/2" feed fittings and 5/8" return fittings into the tank. Wiring harness was very easy to run. The fuel rails wound up sitting just above our rear shelf, which isn't the same as any other manufacturer's car, so there might be a little glass work to do back there, but it won't be much or difficult if it has to be done.
Pat mounted the CHT sensor into the head at #4 for us, which ran into the heater box. Unfortunately we didn't notice until the exhaust was ready to go on, so it was easier for us to modify the heater box, than pull the motor and tap the head.
Not sure what exhaust you're running, but you'll need something that is a 4:1 that can be tapped after the merge and before the muffler. A1's sidewinder worked great for this.
One of the only things I didn't like was how the vacuum line connected to the pressure regulator. Just pushes on, and not all that tight. Not enough room for a hose clamp either...
As for the way it works... love it. Cold start (even with some correction in the sliders) is a little rough at first. The 'puter doesn't start the "learning" process until CHTs hit 150, so the first 60-90s is reminiscent of carbs. You still have to give it the old "pump, pump" when you crank it, and feather the throttle slightly at first, but as soon as the CHTs come up it smooths right out and just purrs away...
Ron I tried to email you but it bounced back. I had a question for you. my email is btaylor1211 AT sbcglobal.net
Barry,
We run staged injectors in applications where the engine output is so great that one huge onjector large enough to feed the engine would kill down low response. Staged injectors allow 2 smaller injectors to be ran vice one large injector twice the size. To optimize the system the injectors are placed far apart, one down low for low end and torque and the second stage up high for high RPM. The second stage comes on after 75% TP and after a programmable RPM value or MP. I am developing a 320+ HP Pro Stock engine now running staged injection.
Ron,
I discontinued the TI DTM heater outlet kit after data proved they were disturbing the interior flow characteristics of the shroud..
Carey will have a car for sale soon with Twin plugs, twin staged injectors, Direct fire ignition running our Carrera cooling system..
And its a 84X95mm Type 1.
We run staged injectors in applications where the engine output is so great that one huge onjector large enough to feed the engine would kill down low response. Staged injectors allow 2 smaller injectors to be ran vice one large injector twice the size. To optimize the system the injectors are placed far apart, one down low for low end and torque and the second stage up high for high RPM. The second stage comes on after 75% TP and after a programmable RPM value or MP. I am developing a 320+ HP Pro Stock engine now running staged injection.
Ron,
I discontinued the TI DTM heater outlet kit after data proved they were disturbing the interior flow characteristics of the shroud..
Carey will have a car for sale soon with Twin plugs, twin staged injectors, Direct fire ignition running our Carrera cooling system..
And its a 84X95mm Type 1.