keys2pines
Well-known member
I didn't check that, but in all honesty I just ordered the efi kit. I'll report back when I have new numbersOne Eyed Gator said:
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Air fuel ratio for direct drive
- Thread starter keys2pines
- Start date
keys2pines
Well-known member
Same as yours, Fitech. I bought the 180 thermostat and in-tank pump also.hdsadey said:
GeeLeDouche
Well-known member
I think I'm going to order the Fitech kit for my LS2 soon. Just debating which kit to order. Do you guys run the "Go EFI" kit or the "Ultimate" kit with a new intake manifold?
keys2pines
Well-known member
I got the go-efi, just the throttle body kit.GeeLeDouche said:
Awesome. They come with an adapter plate to clamp on the 02 sensor for people that don't have the provisions to weld. I highly recommend a true weld on bung.
Have not done a LS setup yet. The throttle body will work with a carbureted manifold, but I'm not aware of electronic support for the ignition system. If your running a carb already and have a separate system for the coils to fire I believe it will work just fine. You might need a tach signal converter for the unit to properly read RPMS since there a are 8 individual coils.
The Ultimate system has everything incorporated to run the engine without outside support. We've been thinking of purchasing one of these to dyno LS engines without a factory harness and computer.
The nice thing about the LS is the dry manifold. I have this idea of using a World Products Motown LSll block that is SBC bottom end with LS cylinder heads. Best of both worlds, LS breathing but still have a distributor eliminating the electronics also priority main bearing oiling. I think it would make an excellent gearbox engine. Motown blocks can go 4 inch stroke for 427 inches! If anybody's interested let me know we might be able to work with the priving on the first build!
Have not done a LS setup yet. The throttle body will work with a carbureted manifold, but I'm not aware of electronic support for the ignition system. If your running a carb already and have a separate system for the coils to fire I believe it will work just fine. You might need a tach signal converter for the unit to properly read RPMS since there a are 8 individual coils.
The Ultimate system has everything incorporated to run the engine without outside support. We've been thinking of purchasing one of these to dyno LS engines without a factory harness and computer.
The nice thing about the LS is the dry manifold. I have this idea of using a World Products Motown LSll block that is SBC bottom end with LS cylinder heads. Best of both worlds, LS breathing but still have a distributor eliminating the electronics also priority main bearing oiling. I think it would make an excellent gearbox engine. Motown blocks can go 4 inch stroke for 427 inches! If anybody's interested let me know we might be able to work with the priving on the first build!
ryansmoneypit
Member
new to airboats but not tuning engines. I have one serious question for you guys.
Why are people disregarding the O2 sensor in favor of the plug read method? If I chose to read plugs vs WB o2, my turbo engines might not make it past the first boosted run. Not to mention making the whole tuning process take a lot longer.
Just wondering.
Why are people disregarding the O2 sensor in favor of the plug read method? If I chose to read plugs vs WB o2, my turbo engines might not make it past the first boosted run. Not to mention making the whole tuning process take a lot longer.
Just wondering.
SWAMPHUNTER45
Well-known member
Because I'm old and prefer nitrous, that and it has worked without fail since the advent of the internal combustion gasoline engine.
It can not be out of calibration like a gauge.
Primarily because I'm old!
It can not be out of calibration like a gauge.
Primarily because I'm old!
CarMotorBarge
Well-known member
ryansmoneypit said:
You should use an O2 sensor and check the plugs. An O2 sensor is a very useful tool assuming it is giving you an accurate reading. You should also double check it by reading the plugs especially for detonation. This is one of the best ways to determine what is happening inside the cylinders.
ryansmoneypit
Member
Reading through this thread has been interesting. There is a lot of old tech and info about EFI in here. worry about computers overheating, not being waterproof, failing components. Like we all forgot that we daily drive on efi in our cars for the last 30 years..Standalone computers arent much different.
anyway, It has come a long way in just the last couple years. some will never embrace it, others will just enter a new fuel value in a matter of seconds, instead of changing jets around.
anyway, It has come a long way in just the last couple years. some will never embrace it, others will just enter a new fuel value in a matter of seconds, instead of changing jets around.
CarMotorBarge
Well-known member
LOL. Airboaters are really slow to embrace new technology. You still have people running 70 year old A/C motors wondering why they are always getting stuck and having to shake rakes to get out.
diamondback0320
Well-known member
Lol.. just love it when someone comes along harping on AC motors..yes their dinosaurs but still kicking.. don't think for a minute a big car motor gear box boat won't get stuck or struggle on the green magic carpet cause I've seen happen a many of times & a aircraft boat just as big slide right past em
pontoon outlaw
Well-known member
Hahahahaha unless it's a 507 caddy with a Lycoming gearbox. Lol..diamondback0320 said:
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CarMotorBarge
Well-known member
ryansmoneypit said:
Now you can see what I am talking about. Airboaters just don't like change.
keys2pines
Well-known member
Yep, and the more I think about my original question about the proper AFR and tuning with the computer the more I realize the computer is going to command a WOT AFR around 12.5. The reason being is the computer calculates the load on the engine by vacuum, WOT is WOT and vacuum should be 0. There's no difference whether it's at 2500rpm or 5000rpm, the AFR should be in the WOT safe area 12.5-13 max. I'm knee deep in installing the EFI system today, probably wont be done until next week. I'm looking forward to results, but the results are going to be skewed. I realized that the previous owner used a Victor JR intake manifold (single plane), so I switched it out to a performer air-gap (dual plane). That should push my powerband down some RPMs where I should be able to turn more prop. We'll see!ryansmoneypit said:
SWAMPHUNTER45
Well-known member
Fuel injection systems prefer a single plane intake.
ryansmoneypit
Member
SWAMPHUNTER45 said:
Any empirical data on this or is it strictly anecdotal?
seems like the dual vs single just pushes the tq band around. not sure why that would be seen differently by an injection system. I would think of it as just another tool to reach your performance goal.
again, new to big V8's but not new to tuning. teach me.
Self learning systems bolt down to any square bore intake manifold. My 408 has a standard Edelbrock Performer dual plane intake that has a power level from idle to 5500 rpm. These systems do well with either single or dual. If I were to gearbox the engine I could run a single plane to move the powerband up with the same injection. I needed the little dual plane to make power below 3000. It's really no different than a carb except it tunes itself.
SWAMPHUNTER45
Well-known member
Carburetor required vacuum to draw and atomize fuel from a booster much like sucking from a straw. It needs a longer runner and velocity of air over the venturi. FI uses pump pressure and a injector to spray. When GM (Cadillac) tested and produced early manifold based FI they discovered the injection process worked best with a single plane. FI does not need the longer runner path way of the dual plane to draw and atomize the fuel. With FI and a dual plane what you may find is that suspended fuel will "drop out" and create AFR deviations as droplets collect. This is one of the reasons why port injection is such a better option as opposed to a plate system.
When Mr Branch puts aftermarket TBI style FI on an engine it receives a single plane intake which he port matches to the heads and he also machines the plenum where necessary.
Best wishes with the new FI keep us posted on your experiences and any brand specific strength vs weakness.
I don't mind change,just don't want to be stuck out in the swamp with a high tech problem that can't be fixed on the spot with items at hand. My back up spare hoses, belt, fuel pump, HEI module, rotor, cap and coil cover most common problems. Just the way an old timer taught me and his dad taught him.
When Mr Branch puts aftermarket TBI style FI on an engine it receives a single plane intake which he port matches to the heads and he also machines the plenum where necessary.
Best wishes with the new FI keep us posted on your experiences and any brand specific strength vs weakness.
I don't mind change,just don't want to be stuck out in the swamp with a high tech problem that can't be fixed on the spot with items at hand. My back up spare hoses, belt, fuel pump, HEI module, rotor, cap and coil cover most common problems. Just the way an old timer taught me and his dad taught him.
keys2pines
Well-known member
Per Fitech https://fitechefi.com/faq/what-is-better-a-dual-plane-or-a-single-plane-manifold/SWAMPHUNTER45 said:
Edit- here's another one from the owner, I'm only referring to the Fitech system. Maybe some other TBI systems have problems with dual plane, but it appears based on how the system injects fuel it doesn't cause a problem on Fitech. https://www.chevyhardcore.com/tech-stories/efi-questions-answered-with-the-help-of-ken-farrell-at-fitech/