Can anyone tell me how this is suppose to work?

http://cgi.ebay.com/ebaymotors/ws/eB...category=33553

To me it looks like someones hack job that they are just trying to sell. TPI to carb??? where the heck would the fuel go?

 

It's for mounting a tb on a 4-barrel manifold, I have seen them in a few books I have on tpi. You have to drill the manifold for the inj. That is basically what edel and holley did on their mpfi kits but they use a tb that looks like a carb on a single plane 4 barrel manifold.

 

It's supposed to go on carb intakes CONVERTED to EFI. By using this adapter you can use a TPI throttle body on a converted carb intake. Guido on the power adder board runs a similar setup except he uses a Ford throttle body adapted to a Chevy carb intake modified for EFI. Hope that helps.

 

ahh!! That clears things up.. Thanks

 

Thats the stupidest damn thing I've ever seen.

 

Is this a good intake setup? I imagine all the characteristic lowend torque of TPI would be lost, but the engine would be allowed to rev to the mid 6,000's. Anyone know if this would be a good intake for a 383 stroker?

 

What's the point of having that ugly *** TPI throttle body adapter on a carb style manifold when both Holley and Edlebrock have the kits to do it the right way (Pro-Flo EFI, Commander MPFI systems) with much higher cfm capabilities than a Tuned Port throttle body???

 

How much are those systems? A TPI throttle body can be made to 58mm... how is that small?

 

With that TB adapter, I wouldn't run any less than a 58mm (1000 cfm). Any less would defeat the purpose of a converted carb intake. Or get a billet 1000 cfm TB (the ones that look like a carb) from someone like www.force-efi.com. Either way you'll flow plenty of air.

 

That's not such a stupid idea.

Actually the ad is right in as far as it speaks. The best power numbers ARE coming from custom sheetmetal intakes. However, as most people are aware, they are rarely helpful if you're running a street engine. However, a 4 barrell carb manifold converted to efi is a great compromise. Now, in response to the edelbrock/holly MPEFI kits, there's a problem. If you want to buy one, you gotta buy the whole damn kit. Not a problem for those of us with time on our hands, and not looking for great performance, but the issue with both of those kits is lack of tuning capability.

Yes, Yes, I know, they both advertise "Infinitely adjustable" tuning. The real problem is the intervals you have to tune to. With either the holley or Edelbrock system, you only get to set parameters once every couple of hundred RPM, and only for like 4 or 5 diffeternt throttle positions. The fuel map becomes oversimplified, which make for a reliable and easy to use product, but, also makes for poor overall performance and tuning. Converting a manifold yourself, or buying just the converted manifold lets you use GM's engine management system, and either burn your own chip, or get a good tuner to do it for you.

Now, if you folks are REALLY interested in going all out for MAXIMUM performance, MAXIMUM tuning, all the while keeping it streetable, the best way to do it is a manifold converted to efi, or even better, an INDIVIDUAL THROTTLE manifold, converted to efi! Combine either with a high quality aftermarket engine management system that was desighned JUST TO MANAGE HIGH-PO ENGINES and not to sell a legendary name with a new kit.

Here's some manifold and conversion links for ya!

http://www.force-efi.com/

http://www.injector.com/

http://www.twminduction.com/Home/Home-FR.html

and here's a couple of engine management system links to go with them,

http://www.electromotive-inc.com/

http://www.motec.com/

http://www.haltech.com.au/

Personally, I like the idea of Electromotive's Tec3 system, having a crank fired multicoil ignition that is controlled by the same compouter as my efi system is really appealing to me. I also like the idea of running high impedence injectors in a sequential port system, which their computer fully supports. Combine that with the chevy smallblock manifold/kit offered by TWM induction (the individual throttle one) which, with their air box, will tube down to a cold air intake, and you've got serious fuel injection.

This is the top end of the engine I want to build. I'm saving funds now, and my wife loves the idea!

If you're VERY serious, everyone knows that the right heads and cam will maximize your performance (like this is news) but there's some stuff I wanted to plug for in those catagories...

Cam. There's nothing to beat having an expert in your corner here. Fortunately, anyone who wants one can have the real McCoy. This dude knows his ****!

http://www.elgincams.com/

Heads. I've been hearing more and more about these recently. All of it good. Before you balk at the price, compare these prices to what you would pay for say, a set of AFR's, have them ported, polished, etc, and all the finishwork. After all that, you're looking in the same ballpark.

http://www.araoengineering.com/

 

Ive been looking at the for a while now. Just dont have $6k to drop on them, but I WILL have them some day!

 

k, maybe it's me, maybe it's the picture, but that doesn't look like aluminum to me, and that definately looks like a ****ty welding job...

 

Custom carb manifold to EFI conversions are way too complicated, time consuming, and expensive considering all the headaches you are going to face along the way: machining of the intake to accept injectors & fuel rails, fabricating to adapt a throttle body(and make it look half way decent), fuel & spark management system, all the separate parts and sensors, etc. Point of the whole thing is that most people on any sort of budget, lack of ***-like patience, and a hell of a lot of skill won't want to f*ck with it. If they are done right, it is quite possible that they may be the supreme street/strip setup but don't forget to weigh out all the negetive factors.

 

Looks like a direct copy of a cast piece that Holley made a while back. I believe there's a picture of it in TPI Swapper's Guide.

I had planned on doing that on a hotrod for a while and opted out for asthetic reasons.

 

i don't think converting a 4bbl carb manifold to efi is difficult at all, it's 8 aluminum bungs tig welded to a regular manifold. Thats not difficult. The rest is no different than setting up ANY other efi system. I've had to do the ecm, the wiring harness, the injector, the fuel rails, and every other peice of the FI setup to do an lt1 intake on a std. 350, it's not difficult, i don't see what your whining about.

I don't have a large budget, a ton of skill, or any patience. I still am managing to get along with my setup. It's costing me under $500, thats not too bad. and what is this custom machining crap? It's tig welding and drilling and tapping, i've got a 12 year old brother that could do it if you told him where you wanted the bungs and the taps for the rails. EFI is easy.

 

Before wasting money on that thing, I'd just take a Holley carb main body/throttle plate assembly and use that for the throttle body (minus the fuel bowls/metering blocks). You could really be picky about cfm that way.

 

It is int there but is made by accell.

 

Ah okay. Could you scan it and stick it up here for ppl to see and compare?

 

ontogenesis- you are really over blowing sh*t out of proportion and over simplifying. Nobody's whining about anything. I really don't give a sh*t what anyone does with their own car. If you could just read what I wrote for what it was - an opinion that all the custom work simply isn't worth the added performance, than maybe you would not have responded so ignorantly. Wiring up and calibrating a custom fuel & spark management system, fabricating a plate to adapt a TPI throttle body to 4bbl manifold, machining a manifold, making a plate to hold the TV cable (if required), somehow getting fuel rails to work with it. And you know there is always a lot of unforeseen problems with sh*t like that. You cannot even compare rewiring a factory LT1 or TPI harness to something like this. Oh, how many people here own a TIG welder??? Please don't try to talk down to me, I have plenty of experience.

 

I am low tech it right now but can scan and email it to you or anyone else who can post the pic. It is a very low quality photo and might not show up well. The pic is actually in a book called 'How to tune & modify chevrolet tpi engines' written by Jason Scott and is part of the motorbooks powertech series. Pretty good reference for any gear head wanna be like me.