I have a 327ci from a 1967 Camaro that I'm working with and I'd like to improve the mpg by adding TPI fuel injection and electronic ignition using stock GM parts from the boneyard......would anyone happen to have info on the parts needed, donor vehicles and model years? Wm

Welcome to the TGO forums. The best way to find the information you're after is to do a search. Both here and in Google.

It is a subject that has been well and truly covered.

There is a good article somewhere (which I can't find at the moment) but it goes through identifying the TPI through the different years.

i have a tpi system make me an offer

I already have a cheap parts source locally, now I just need a shopping list. I've been running searches for a week and have yet to find a complete list or it lacks definitive answers "I think such and such year will fit but I'm not sure." type of thing.

Wm

Have a look here.

http://www.hotrodlane.cc/PDFFILES/TPIStory.pdf

Excellent link guy, thanks! That system is leaps and bounds above carbs and TBI, hard to believe it was only used on three models.......but, they had been phasing out the V8s prior to that. What a shame...

Wm

I transplanted GM TPI onto a 406ci small block in my 69 Z28. I'm still tuning it. If I had to do it over again, I would probably go with GM TBI or alternative port injection. I found there are many pro/con issues with the stock (or even aftermarket) intake/runner portion of the TPI.


http://www.goingfaster.com/spo/praisetbi.html

DZ the tpi is only good up to 383, and then only with mods to the unit.
it works great at 350 and below.
you just reached and exceeded the limits of the unit.
sort of like complaining when you get a cam that purs at 6500 rpm and you try to push it to 7000 or higher. not going to happen.
first rule of building - only get parts that will work as part of an intergrated unit.
sort of like the chain being only as strong as its weakist link.

I agree with your thoughts on the limitations of the TPI on larger displacements, ie, physical air restriction of the TPI intake, electronic fuel limitation of the ECM, etc. In my particular case, I used an aftermarket base and runners to mitigate the air restrictions and the S_AUJP BIN to overcome the fuel control restrictions. These were alot more expensive than a small block carb intake and an adaptor plate to fit TBI.

I'm not trying to address TPI suitability for larger displacements, but whether or not TPI meets the requirements of the driver. As a retrofit, if all that is needed is better fuel mileage, TBI is a viable option.

I just wanted to get rid of all the carb issues of having to pump the throttle, pull the choke, rev the engine, get rid of the over rich/over lean conditions, get better gas mileage. If I had researched better, TBI could have met my requirements without all the issues of the TPI intake.

Before building, decide what you're trying to get the engine to do, then select the parts that work together to get that done.

My reason for choosing a TPI is that I wanted to keep my exisitng engine, EFI and something I can really tinker with as I'm an electronics tech by trade.

My engine as it stands is a 350 with 10.5:1 CR, 214/218 cam with .441" and .444" lift, 041 (64cc) heads with 2.02, 1.6 SS valves. Nothing special but it used to haul a$$ when I hit second gear (TH400) and the car would step side ways by a foot when changing and a good healthy tyre chirp into third.

I used to have a 650 Holley on it but I could never get it right or the ignition system. As it was, the car ran 13.5 secs on the Q mile with next to no tune-up.

I know I'll to have run High Octane fuel but I do intend to build another motor at a later date with a lower compression, Aluminum heads so I can have a twin turbo setup. I'll also still retain the TPI setup for that motor too.

I'm currently rebuilding the car from the ground up and really wanted the motor to be good cruiser but with plenty of torque.

The TPI system I have chosen was an from 85 Camaro (It's also hard to get TPI systems in Oz!). It's going to be modified to a SD setup and I'll be porting the stock manifold to match up with some Accel Large Tube Runners I have just purchased (Thanks to TPl383!)

With my exsiting motor, this should make it a nice street driving car with some poke of the line. That my 'Driver Requirment.'

I'm still debating on TPI or TBI.....I'll make a choice once I find out what the horsepower, torque and MPG differences are between the two. If anyone knows the hard data (numbers) of torque, horsepower and mpg between identical 305/350 engines....one equipped with TBI and the other with TPI, please chime in!

Wm

The major difference between TBI and TPI is TBI is a wet flow system and TPI is a dry.

Both work well. Most cop cars were TBI and they ran 150 mph. There are more after market TPI and more cheap upgrade parts.

Each system has limitations and tuning issues. The knowledge and understanding of the tuner makes the job easy or hard. Some people are naturals and others just fight it all the way.

The closer you are to a stock setup the easier it will be to tune, and the better matched your parts are the better it will run.

Not planning or changing plans mid build really hurts the process. The big "I want" and the lack of knowledge and money, really screws the build.