Innsprøytnings spørsmål..

[Big noZ]

Hvilken nytte har innspr.hjernen av signalene den får fra fordeleren? Grunnen til at jeg spør, er at jeg lurer på å prøve med innspr. fra enten opel 1.8i eller ford 1.6i (EFI) på en V8.. etter mitt hode er det jo gass-spjeld og luftmengdemåler som bestemmer bensinmengden. samt temp.måler og lambda... regner ikke med å få mye effekt med ett system, men hvis det virker, blir neste steg å gange dette med to.. da skal 8`ern få det den trenger...

[massey]

Turtallet på motoren hentes vel ut der på noen systemer og eventuelt styrer den tenningskurven vil jeg tro.

-----------------
Toylet, there's only one
www.toylet.no

[Big noZ]

Det er en god gammel chevy 350 med HEI fordeler, tanken var å lage en Tbi med de delene jeg har (=gratis). Opel annlegget har en vac.styrt bensintrykkregulator.

[Sam]

For å korigere meg selv litt;
Load% korrigeres ikke mot STFT/LTFT/KAM,
ønsket AFR fra fueltabellene gjør det..


--
Bronco 408" 4R100 NP208 MASS-FLO TweecerRT

Smallblock460/AFR225/NOVI2000 på gang..
www.balsa.no/bil/calcs/gearcalc

[Sam]

<blockquote id="quote"><font size="1" id="quote"><b id="quote">Kopi av melding:</b id="quote"></font id="quote"><table border="0" id="quote"><tr id="quote"><td class="quote" id="quote"><font size="1" id="quote">Hvilken nytte har innspr.hjernen av signalene den får fra fordeleren?</td id="quote"></tr id="quote"></table id="quote"></blockquote id="quote"><font size="2" id="quote"></font id="quote">
Det er helt avhengig av hvilken EEC du har, og evt i hvilken grad du modifiserer den.
Ford EEC-IV og EEC-V bruker PIP som referanse for alt og går i limpmode om du mister signalet. (Du finner i EEC'n registre for dwell..) SPOUT beregnes fra PIP og load. PIP er signalet fra fordeler via TFI til EEC, SPOUT er fra EEC til coil.

<blockquote id="quote"><font size="1" id="quote"><b id="quote">Kopi av melding:</b id="quote"></font id="quote"><table border="0" id="quote"><tr id="quote"><td class="quote" id="quote"><font size="1" id="quote">
Grunnen til at jeg spør, er at jeg lurer på å prøve med innspr. fra enten opel 1.8i eller ford 1.6i (EFI) på en V8..
</td id="quote"></tr id="quote"></table id="quote"></blockquote id="quote"><font size="2" id="quote"></font id="quote">
Hvordan skal du korrigere MAF kurven, og sette slopene for injektorene?

<blockquote id="quote"><font size="1" id="quote"><b id="quote">Kopi av melding:</b id="quote"></font id="quote"><table border="0" id="quote"><tr id="quote"><td class="quote" id="quote"><font size="1" id="quote">
etter mitt hode er det jo gass-spjeld og luftmengdemåler som bestemmer bensinmengden. samt temp.måler og lambda...
</td id="quote"></tr id="quote"></table id="quote"></blockquote id="quote"><font size="2" id="quote"></font id="quote">
ECT, ACT, TPS, RPM, BP, tid siden startet, med hvilken hastighet du presser inn pedalen, PIP, Lambda1/2 osv osv.
EEC'n kalkulerer en base load utifra TPS og RPM, derefter blir den korrigert mot
STFT og LTFT/KAM og andre EEC spesifikke funksjoner og tabeller.
Med den korrigerte loaden (Ford: load%) henter den AFR fra en av fueltabellene.
Hvilken fueltabell er avhengig av strategimode den for øyeblikket operer innen.
(Ved normal kjøring med varm motor vil det være base Open loop eller stabilized close loop.)

<blockquote id="quote"><font size="1" id="quote"><b id="quote">Kopi av melding:</b id="quote"></font id="quote"><table border="0" id="quote"><tr id="quote"><td class="quote" id="quote"><font size="1" id="quote">
regner ikke med å få mye effekt med ett system, men hvis det virker, blir neste steg å gange dette med to.. da skal 8`ern få det den trenger...B)
</td id="quote"></tr id="quote"></table id="quote"></blockquote id="quote"><font size="2" id="quote"></font id="quote">
Enten mater du nok fuel eller så klarer ikke dysene å levere og du brenner magert når du trenger fuel som mest ..


Jeg vet ikke hvilken 8tter du har, men om du en Ford ville jeg helt klart ha fått tak i et orignalt EFI oppsett, evt laget et selv og brukt en A9* ECM fra 87-93 Mustang. Med en TweecerRT har du mulighet til å endre EEC parametre og få helt nødvendig realtime logging. Jeg tror nesten jeg vil påstå at det ikke er praktisk mulig å få en custom EFI til lå spille bra uten denne eller lignende.. Jeg har også brukt EA som hjelp til å analysere loggfilene, noe som også har vært til uvurderlig hjelp.. Jeg bruker en AEM wideband sensor som jeg også logger, og igjen; jeg hadde ikke klart meg uten.

Jeg har etterhvert logga endel timer med A9L hacking, og snakker derfor fordsk og SEFI/MPFI,
sjæbby ( redneckEFI/tbi )aner jeg ittno om.


--
Bronco 408" 4R100 NP208 MASS-FLO TweecerRT

Smallblock460/AFR225/NOVI2000 på gang..
www.balsa.no/bil/calcs/gearcalc

[Frank]

Chevy TBI bruker ikke noe form for styring fra fordeleren. Den bare pøser på og justerer blandingsforholdet basert på info på chipen, temp-giveren og O2-sensoren. ECM'en kan styre tenninga med og uten bankesensor, men den trenger ikke å kobles til fordeleren.


Frank
'77 Wagoneer (AMC 360, D60 f&b, 39,5", ARB, spiraler, +++)
'03 King Cab
'77 XT 500
'88 FJ 1200
'97 Suki
'69 Volvo

http://www.fullsizejeep.com
"alt kan hjemmelages"

[Amund]

Sprutet må vite hvor veiva er så bensin (og tenning hvis den styrer det) kommer inn når det passer noenlunde. Noen bruker fordelern (Chevy TBI), noen bruker sensor på svinghjulet OG fordelern (Jeep 4.0), noen har sensor på reimskiva foran veiva (Excursion 7,3)

[athronds]

Få deg en bensintrykk's regulator i det minste da. Kommer til å gå magert som {expletive}.
Har foresten et datasprut liggende å vente på å bli brukt.. 15-20k ettersom hva du skal ha med.

[Vidar Aas]

Tpi? Ferdig laget til V8.. Eller Tbi...




www.verdal4x4.no

Bytta Brukernavn fra ZR900
IROK, Simply the best!!


HILUX V8...!!

[Sam]

De (MASSAIR) kan rekalibrere MAF 'en til dysestørelsen slik at EEC'n fremdeles kan operere som om den hadde 19lbs dyser.
Utfordringen for å få det til å gå bra er bare det at når en dobler eller tredobler dysestørrelsen og EEC tror det er en bitteliten en
blir åpningstid og stengetid(slopene) feil (pga mer bevegelig masse i dysene), samt at en stor dyse (60lbs+ ved 750hp) gir MYE mer fuel ved 2ms pulsbredde enn en 19lbs, noe som ****er opp tomgangen seriøst. Ingen hype i verden kan endre det.

Med en Tweecer derimot får du styrt ting ordentlig og du kan sikkert nærme deg 900 hest+ uten mer fuzz. Du trenger heller ingen rekalibrering.
Iom at du selv legger inn MAF kurven er pegging er historie med mindre du outflower TB'n fysisk.

Tweecer finner du her, versjonen uten realtime logging er null verdt:
http://www.tweecer.com

Oppsettet til MASS-AIR er funksjonmessig direkte sammenlignbart med en 87-93 mustang med custom MAF.
Stikk innom neste gang du er på Notodden så kan du oppleve det i real life, det funker som fy



--
Bronco 408" 4R100 NP208 MASS-FLO TweecerRT

Smallblock460/AFR225/NOVI2000 på gang..
www.balsa.no/bil/calcs/gearcalc

[Denominator]

Det er selvfølgelig forskjellige sett tilpasset forskjellige motorer, IKKE ett sett som passer ALLE.

Støtt opp om vår favoritt hobby,GI DIN SIGNATUR!!


*1986 mod. Ford F-150 XLT Lariat

If a pit bull humps your leg you'd better fake an orgasm!

[Roar]

"Denominator" - hva skjer når du "pegger" luftmengdemåleren på et MASS-FLO system?

Systemet kan umulig være så universalt at det funker på alle strørrelser motorer?

Jeg har kun lest annonsene på det og er nysgjerrig.

Roar, Lightfoot Racing

[Sam]

<blockquote id="quote"><font size="1" id="quote"><b id="quote">Kopi av melding:</b id="quote"></font id="quote"><table border="0" id="quote"><tr id="quote"><td class="quote" id="quote"><font size="1" id="quote">
Kos deg! hehe
</td id="quote"></tr id="quote"></table id="quote"></blockquote id="quote"><font size="2" id="quote"></font id="quote">

Gjett om!

--
Bronco 408" 4R100 NP208 MASS-FLO TweecerRT

Smallblock460/AFR225/NOVI2000 på gang..
www.balsa.no/bil/calcs/gearcalc

[Denominator]

Don't settle for empty promises, GET REAL RESULTS! The other companies make it sound as if it's a benefit to have the ability to "tune" their systems. <b><font color="red">It's NOT a benefit... IT'S A HASSLE! </font id="red"></b>The reality is, programmable speed density EFI systems are not much more efficient than a 4 bbl carburetor. <b><font color="red">You're punching keys on a computer, rather than turning screws and changing jets and springs in a carburetor. </font id="red"></b><font color="red"><b>The end result is an expensive system, that cost almost as much money to get tuned properly as the initial cost of the system. And where is the advantage? They require constant laptop fiddling to keep running properly. </b></font id="red">You could have gotten that with a carburetor! They are a little more efficient than a carburetor, but not enough to justify the cost. The only thing worse than a programmable speed density system, (besides a carburetor), is a NON-programmable speed density system. Non-programmable speed density systems only work on bone stock or specific applications. Non-programmable (or non user-programmable) systems are factory calibrated to a specific engine, with a specific combination of parts. They have no provision to account for variances such as engine modifications (even minor ones!), vehicle specifics, or atmospheric conditions. The result is, they just do not work very well.


Kos deg! hehe

Støtt opp om vår favoritt hobby,GI DIN SIGNATUR!!


*1986 mod. Ford F-150 XLT Lariat

If a pit bull humps your leg you'd better fake an orgasm!

[Sam]

Du finner en tidlig logfil her:
http://www.balsa.no/bil/3.csv
Det som skjer her er er at når ECT'n stiger etter start vil EEC prøve leane ut blandinga ved å redusere pulsbredden(PW1/PW2).
LAMBSE er hvilken verdi den bruker for å oppnå den AFR som operasjonsforholdene tilsier, i dette tilfelle på lavt turtall og liten load skal AFR stige til 14.64,
og LAMBSE ideelt være lik settingen i Base open loop.
Som du ser stiger kommandert AFR til peak, over 19, noe som sier at den får ALT for mye fuel, den klarer ikke å leane ut
og motoren høres ut og har en kjørevillighet på tomgang som om den har en 290 graders kam...
En nærmere gransking og du ser at den ikke klarer å redusere pulsbredden under 2.17ms som er laveste verdi satt fra fabrikken.. MAO du får ikke denne til å gå riktig på dette turtallet uten å redusere minste pulsbredde, noe du ikke kan gjøre uten f. eks tweecer. Uten logging hadde du aldri sett dette, og uten MAANGE timer timer frust hadde jeg aldri vist hva jeg skulle se etter ...

Dette var bare en av tingene, det er over 100 verdier, tabeller og funksjoner i en A9L, de fleste betyr en tilsvarende utfordring..
Det er klart at i en bil rundt 1000kg er ikke slikt like merkbart som i 2170 kg Bronco.

--
Bronco 408" 4R100 NP208 MASS-FLO TweecerRT

Smallblock460/AFR225/NOVI2000 på gang..
www.balsa.no/bil/calcs/gearcalc

[Sam]

Prøv selv da vel, så får du litt førstehåndserfaring du og

--
Bronco 408" 4R100 NP208 MASS-FLO TweecerRT

Smallblock460/AFR225/NOVI2000 på gang..
www.balsa.no/bil/calcs/gearcalc

[Denominator]

Make no mistake... This is the best fuel injection system available. All the benefits of a MASS AIR fuel injection system with the vintage look of a 4bbl carburetor. It is NOT A SPEED DENSITY SYSTEM like other similar systems. It uses production (not aftermarket) mass air engine management, for years of trouble-free service and production car quality driveabilty, while providing real performance benefits over a carburetor or a speed density system.

Why our system? Here's why!

Don't settle for empty promises, GET REAL RESULTS! The other companies make it sound as if it's a benefit to have the ability to "tune" their systems. It's NOT a benefit... IT'S A HASSLE! The reality is, programmable speed density EFI systems are not much more efficient than a 4 bbl carburetor. You're punching keys on a computer, rather than turning screws and changing jets and springs in a carburetor. The end result is an expensive system, that cost almost as much money to get tuned properly as the initial cost of the system. And where is the advantage? They require constant laptop fiddling to keep running properly. You could have gotten that with a carburetor! They are a little more efficient than a carburetor, but not enough to justify the cost. The only thing worse than a programmable speed density system, (besides a carburetor), is a NON-programmable speed density system. Non-programmable speed density systems only work on bone stock or specific applications. Non-programmable (or non user-programmable) systems are factory calibrated to a specific engine, with a specific combination of parts. They have no provision to account for variances such as engine modifications (even minor ones!), vehicle specifics, or atmospheric conditions. The result is, they just do not work very well.

Our MASS AIR system does it all for you, and provides REAL PERFORMANCE BENEFITS over a carburetor or speed density system. It is by far the most user-friendly and most effective aftermarket fuel injection system on the market. Get improved power and torque as well as improved fuel economy, performance and reliability. Unlike programmable speed density systems, you will never need to tune this system. No laptop, no hand-held programmer, no tuning or tweeking, no dyno! This saves you the hassle and expense of tuning and trips to the dyno. When it comes time to make further engine mods, chances are you will not need to change a thing on our system. If you plan to make LARGE gains in horsepower, and you need to change your injector size, just return the air meter, and we will recalibrate it for you, rather than retuning, reprogramming, and more trips to the dyno. Our system is even easier to use than a carburetor. You need to tune a carburetor. With our system, you just install it, and you're done!

So how does it work?

Any naturally aspirated engine, regardless of brand, size, combination of parts, etc., requires a given air/fuel ratio, at a given load. These ratios do not change from engine to engine, until you get into forced induction applications. (We'll get to that later). The needed air/fuel ratio changes with such things as engine temperature, air temperature, and atmospheric pressure, but the needed changes, again, are the same for all engines. The task for any management system is to add the correct amount of fuel to the amount of air that the engine uses. Carburetors do it mechanically, and so, are mechanically limited as to how accurate they can be. Speed density systems do it by comparing the readings from various sensors to tables within the engine controller to try to determine the amount of air the engine is using. This actually works very well, IF THE VALUES IN THE TABLES ARE CORRECT, and there lies the challenge. There are a lot of values, and a lot of tables, and a professional tuner is required to enter the correct values into all of those cells in all of those tables. But you are not done there! The next step is to drive the vehicle in the real world, and adjust all of those values to tune out all of the drivability issues you will have. The other problem is speed density's limited ability to self adjust, and so, your laptop must permanently reside in the passenger's seat. Worse than that, non-programmable, or pre-programmed speed density systems arrive at your door with the programming done. They have been pre-tuned at the manufacturer on the dyno with a pre-determined combination of parts on a specific engine. That would be great, but remember the part where this does not really work very well in the real world? Well, with these systems, you can't even fix it! Even worse, if you want to make a change to your engine, you simply can't.

Mass-Flo does it differently. There is a Mass Air Flow Meter Hidden away inside your air cleaner. This meter can actually measure the amount of air that is entering your engine, and again, if you know how much air the engine is using, then you just add the correct amount of fuel. It's that simple. The air/fuel ratio is adjusted accordingly to compensate for the load, and variances in engine temperature, air temperature, and atmospheric pressure by reading values from sensors that are included in the system. If you decide to make improvements to your engine, Mass-Flo simply adapts to those changes. Keep in mind... An engine is just a big air pump. Changing heads, camshafts, intakes, exhaust systems, displacement, etc., are just ways of making your air pump more efficient, or in other words, using more air. Since Mass-Flo measures the amount of air the engine is using, it simply adds the correct amount of fuel. With speed density, it's back to the dyno to start all over again.

In forced induction applications, the ratios are different, and a different tune is needed. We also have a tune to cover those applications. In fact, Mass-Flo can be adapted just about anywhere. If you want something made custom, let us know. We can do dual quads, and other applications where two Mass Air Meters are required. In all cases, no tuning is ever required by the customer.

There's one other thing we should mention... Speed density relies heavily on the signal from the MAP (manifold air pressure) sensor to determine how much fuel to add. This sensor measures the engine's vacuum at the manifold. So what happens when your camshaft produces poor vacuum? You guessed it... Horrible drivability is the result. Mass-Flo does not use a MAP sensor. You can use any camshaft you want with our system.

Custom tuning available.

I know what you are thinking... We just told you that the system does not require tuning, so why are we offering it? The answer is... some customers want custom features, so we offer this as an option. For example... The computer's pre-set rev limit is 6250 RPM. Some customers may want this changed. We can make the computer run an electric cooling fan if you'd like. It can run coil packs, or coil-on-plug systems. We can even create a program with two distinctly different "tunes". For example, you could have your daily driver "tune", and another one for the valet that will limit the engines RPM. There are many possibilities. Give us a call to discuss your needs.

System includes:

* Four barrel Intake manifold for your application. Many systems have a choice of intakes. Please call to discuss your application.

* Our own custom 1000 CFM 4bbl throttle body. It features all aluminum and stainless steel construction, sealed ball bearings on the throttle shafts, and progressive linkage. Comes complete with idle control motor and throttle position sensor. This is absolutely the finest 4 bbl throttle body on the market!

* Jumbo fuel rails and mounts. Rails have 9/16" diameter bores providing excellent flow and dampening characteristics.

* Our custom compact high flow mass air meter (Patent pending). The air meter is concealed within the air cleaner of your choice to maintain the vintage look!

* Complete stand alone wiring harness. This high quality harness allows easy installation of EFI into any vehicle without connecting to your existing harness.

* Production mass air computer.

* Eight high quality fuel injectors. Standard sizes are 19, 24, 30, 36, or 42 pound/hr flow rate. Larger sizes are available at extra cost. These fuel injectors are held to much closer tolerance than typical production injectors. We will help you choose the correct size for your application.

* All needed sensors. Most of the sensors are mounted right on the injection system for a simple install. No crank sensor to complicate the process!

* High performance billet aluminum distributor complete with ignition module. Our entire ignition system is contained within the distributor and ECM. Just install the distributor and plug it into the harness. No spark boxes to install!

* High performance coil, with heat sink/mounting bracket.

* Base gasket, throttle cable bracket, assorted hardware and fittings necessary for the installation, PCV valve, instructions.

All of these components are absolutely the best quality available. Unlike the competition, we will never sell you something that is "good enough" just because it costs less to produce.

Customer Testimonials:



I finished the last few things this morning and was able to go out for a drive. Chris, I am so pleased with the results of the Mass Flo install it is hard to put into words. The car performs beyond my greatest expectations, the install was very easy to do, the parts are first class, with the detailed instructions and your help when I had questions, this was one of the easiest things I've done to this car.

Jeff G.


--------------------------------------------------------------------------------
Hey Chris,
Just wanted to get back to you. I am truly impressed. Not only did I gain substantial horsepower and torque, but I also gained much more drivability. The idle is smooth, no more surge, the accelerator is like butter and the response when you step on it is instant. I will say this, "Incredible gain for little money." This was the right thing to do

Jim M.


--------------------------------------------------------------------------------

I got mine today !
And I have to say that all the pictures you can see on Chris's site are not doing justice to the stuff he's making. Just the throttle body is a beauty for itself, awesome!


Olivier C.


--------------------------------------------------------------------------------

I made big changes to my engine this past week. I am proud to say that I'm done and extremely happy. Here's what I added:

-AFR 165 Heads
-Scorpion 1.72 Roller Rockers
-4" Ford Racing black chrome valve covers
"Mass-Flo" Fuel Injection System
-Ford Racing chrome oval air cleaner
-Aeromotive Fuel Pressure Regulator
-Hurst Line Lock

I just want to profusely thank Chris from Mass-Flo EFI. He helped me through this entire project. Without him I could not have done it. This guy is really a great resource for anyone here. His products are number 1, and I wouldn't think of making any changes from here on in without talking to Chris 1st. His new system is really, really amazing. All of the problems I had before are now gone. No more stalling, smooth throttle, incredible drive, and WOW, holy power! What a sound too! Completely different that my previous setup.

Elie K.


--------------------------------------------------------------------------------

I wanted to get the "Mass-Flo" system installed and tested before the annual "Snakes To The Lake" trip we take every year to Lake Tahoe. I feel this would be a great test for the system, going from sea level to 9,000 ft. and back in a three day period.

When everything arrived, I was quite pleased with the workmanship and quality of the product. The instructions were clear, but who needs those anyway, it was time to get busy! Once everything was installed, I fired it up. No hesitation and no stumbles during warm up. The system was better than my Cobra intake in that it didn't want to "hunt" when cold. Once the engine got warmed up, it was great! Lot's of power, good throttle control, and the idle speed was great. No more hunting at idle! When you hit the secondaries, you know it! It just wants more! I never got that with the Cobra intake.

The trip to Tahoe was great. NO PROBLEMS! NO ISSUES! NO NOTHING! This system works GREAT! Driving up the mountain highways, the engine ran without problems. Every one thousand foot marker I stomped down on the throttle just to see what it would do. It pulled and pulled until I ran out of engine! Pushing the car through a lot of twisty's and hill climbs and downhill runs, it didn't miss a beat. In fact, I didn't even think about what was under the hood anymore, it just worked flawless. .

As a side note, I got over 22mpg. on the trip. I put over 650 miles on the system and was tickled to get that kind of mileage. Remember that a lot of the driving was well over 5,000 ft. for three days while driving the car hard at times and in the 3k to 6k rpm range quite a bit. Mileage in the Sierra's was over 17mpg! I'm sure some of you carburetor users know what it's like when you're at 9,000 ft. and your engine won't run right. There were a few cars on this trip with that issue. I didn't have any problems with the "Mass-Flo" system. Thanks Chris.

Glenn D.


--------------------------------------------------------------------------------

Chris,

It works perfectly. I started my car for the first time today with
Mass-Flo and WOW...I can't believe its the same car. Thank you for your help
in profiling my engine. You have really designed a great product. It has made
a major improvement in appearance and horsepower. I will not hesitate to
recommend your system. I'm sure it will be very popular and another example
of the type of high quality products and service you are known
for...........Thanks again!

Lenny Gerard, Factory Five Racing Inc.

--------------------------------------------------------------------------------

Kæn itte væra så hælvgæærent ve? hehehe

Støtt opp om vår favoritt hobby,GI DIN SIGNATUR!!


*1986 mod. Ford F-150 XLT Lariat

If a pit bull humps your leg you'd better fake an orgasm!

[Sam]

<blockquote id="quote"><font size="1" id="quote"><b id="quote">Kopi av melding:</b id="quote"></font id="quote"><table border="0" id="quote"><tr id="quote"><td class="quote" id="quote"><font size="1" id="quote">har bare en ting å skrive jeg : http://www.mass-floefi.com</td id="quote"></tr id="quote"></table id="quote"></blockquote id="quote"><font size="2" id="quote"></font id="quote">

Jeg har oppsettet derifra, betane er greie nok, men skal du hente noe som helst
utav motoren må EEC'n tunes MYE, rett ut av boksen får du et h****** med feit tomgang, feit kaldstart, håpløs varmstart, lean på full throttle osv. ikke plugnplay uansett hva Chris hos MASS-FLO sier. Du sparer nok tid i forhold til å bygge alt selv, det er rimelig komplett og det ser unektelig bra ut.
Men uten tweecerRT, EA + WB sensor og masse tid til lesing, tenking, frust, logging og tuning får du ikke en halvstressa motor til å gå bra rett ut av boksen med MASS-FLO.

Mye av det skyldes nok at formen på MAF kurven fra MASS-FLO er så annerledes enn hva A9L originalt regner med. Manipulering av spenningen fra MAF for å kunne kjøre større dyser en 19lbs som A9L brukte kan ikke bli 100% og dess mer stressa motor, dess mer avvik og røff gange blir det..

Når det er sakt, så er det utrolig fleksibelt bare du får punggrep på EEC'n.
Jeg har planer for MASS-FLO EFI'n med smallblock 460, kompressor og 73lbs dyser utover høsten/vinteren, 750hp+ .. wanna race?

--
Bronco 408" 4R100 NP208 MASS-FLO TweecerRT

Smallblock460/AFR225/NOVI2000 på gang..
www.balsa.no/bil/calcs/gearcalc

[Denominator]

har bare en ting å skrive jeg : http://www.mass-floefi.com/

Støtt opp om vår favoritt hobby,GI DIN SIGNATUR!!


*1986 mod. Ford F-150 XLT Lariat

If a pit bull humps your leg you'd better fake an orgasm!

[torfinn]

TBI = Trottle body Injection. kun 1 injektor i manifoilen.
MPI = Multipoint injection. 1 injektor pr sylinder

Man må ha klart for seg hvilket system man velger. Vil tro at en tbi injection er klart enklere å styre og å bygge selv. Vil da bare fungere som en forgasser. Mengden bensin styres av gasspådraget (tps), og lambda, temperatur osv. Jeg vil tro at den da står å blåser drivstoff mer eller mindre konstant (pulsbreddemodulert). I motsetning til MPI der innprøytning må synkroniseres med stempelposisjon, derfor trengs en giver som angir motorens posisjon.

mvh
Torfinn