RBob

iTrader: (1)

The EBL code works very well with port injected systems. And is true SD.

Currently the EBL setup will fire the injectors bank-to-bank on alternating DRP's. This works for 6 cylinder port and low(er) speed 8 cylinder port (as evidenced by the Edelbrock multi-port conversion using a stock '7747 ECM).

RBob.
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I'll send the latest full update this afternoon.

RBob.

dimented24x7

iTrader: (2)

Itll definatly still work, but JMO, the later SD ECMs are a better match in some apps.

Dominic Sorresso

Fast,

Did you modify the TBI harness to run the PFI? If you did, any pics of how you did that? I have been toying with the idea of dropping an LS motor into the Xfire. "Toying" being the operative word. However, it seems like the idea of adapting my ZF-6 trans to an LS motor is a non-starter due to flywheel/bh interference issues etc. So the next upgrade to consider is converting to a
MiniRam or modded LT-1 manifold. May think about having the heads worked and flowed so I can get a cam config. With EBL should be easier to get a new tune going.

dimented24x7

iTrader: (2)

How does that work out with your TBI setup? I never had much luck with it, mainly due to fluctuating intake charge temps. In stop and go traffic, the manifold stays relatively warm, but on the highway in this weather, the TBI and upper manifold turn into a block of ice, even taking in air off the radiator. the TBI gets so cold that the blades sieze up in the bores.

Fast355

iTrader: (2)

Dominic,

I do not have any pictures of how I did it, but it was very simple. I got the intake and the harness clippings from a 4th gen 3.4 V6. I took about 2 ft of additional wire along with the pigtail for both the TPS and the IAC. I rewired the TPS and IAC with the new connectors, extending them and relocating them to the correct location. The MAP sensor wiring is still stock, just relocated it from the old air cleaner to the firewall. Distributer wiring and distributer are stock. The coolant temperature sensor is in just about the same location and was identical to the old TBI 2.8 configuration. I also grabbed the injector harness from the 3.4. The 3.4 was sequentally injected to begin with. I parallel connected the 3 cylinders that shared the same TBI injector with each other and connected them to the single injector driver. Same for the other 3 cylinders and injectors.

RBob

iTrader: (1)

The TBI setups work without issue. The daily driver has a cold air ducted air cleaner, no stove pipe, and a stock aluminum TBI intake. This intake has the water jacket. There are no issues with the weather and the cold air intake. The jacketed manifold does help.

The 'hot-rod' is cold air inducted and has a small area under the plenum that is water heated. This is a single plane manifold with the (exhaust) cross-over tied into the coolant system. It too runs good. I have said for quite a while that TBI likes a little heat in the manifold. Doesn't have to be a lot, just some.

I do not believe there is any lost performance with water heating the intake manifold. At WOT there is so much air and fuel cooling the intake system that there may even be a gain in VE.

RBob.

dimented24x7

iTrader: (2)

Most definatly... The heat really helps keep the fuel off the manifold walls. I only wish someone made a fully heated manifold that performed well The performer had a considerable ammount of heat from the engine, but it seemed to be hit or miss. When the car heat soaked, the AE would be too much, and it would stumble and blow smoke. Once the manifold cooled off to just hot isntead of really hot, it would be too lean on tip in. I considered using a stock q-jet manifold, but it seemed like the performer was already holding the motor back. It would level off after 4k and made peak torque at around 1800 RPMs. It was actually faster in fourth at around 2400 RPM then in third at around 3500 RPM. The current RPM has very little off-idle torque, but its much better out top.

Fast355

iTrader: (2)

I have the 3704 TBI Performer on my engine currently and notice peak torque well under 3,000 rpm as well, even with a ZZ4 cam. The 1.84" valves in the TPI 305 heads don't help either. Pulls very well up to 4,700 or so, then just dies, but due to the tall 3.07 gears, it is faster hanging it out to 5,400 or so.

http://youtube.com/watch?v=koWaPeAu3hg

This ones just me messing around a little at 2/3 throttle

http://youtube.com/watch?v=c6qV9T7ZCOI

dimented24x7

iTrader: (2)

The TBI performer probably isnt all that bad if its similar to the standard one, but the small runners make it a torque manifold. The performer RPM vortec airgap has nearly full hight runners and a split partition, which really seems to help the top end.

It would be nice to be able to run a GMPP TBI manifold, but it would essentially be like wrapping piano wire around the engines neck and strangling it to death. It seems like its either take a hit in the performance department or make the software more sophisticated to be able to properly handle the hi-po stuff. Really need coolant and manifold temperature to be able to fuel properly from cold start to heat soak. The manifold temp seems to get things pretty close. I can start the motor after sitting overnight in this cold weather and liberally apply the throttle while driving it away without having any issues. Maybe another U-TBI code addition/option... Only downside is its a real PITA to tune due to having multiple parameters involved.

Fast355

iTrader: (2)

I have the marine TBI intake and marine TBI for my Vortec 350 project I have going. The marine TBI intake is similar to the GMPP piece except lacks EGR support and has 2" throttle bores.