GM-TBI EFI help

[Ken Shaffer]

I have started gathering parts for my EFI system.  '73 455.  Before ordering the rest of the parts, I thought I would request some input from the "experienced" on this site. 

Here is my plan:

TBI from 1989 454

distributor from 307 Olds (no vacuum advance)

wiring harness- order from Howell

ECM  with EBL flash -order from Dynamic EFI

fuel pumps from Howell (I believe its a Walbro) I plan on using one pump on each fuel tank - inline filter between tank and pump

TBI adapter plate from Applied

chock block off plate kit from Applied

sensors and modules either from mens mall or local

new fuel lines- local supplier

I have read thru different articles and presentations given.  I have chosen to collect the components rather than buy a kit in order to have a better understanding of the parts, pieces, and the overall system.  

I know many of you on this site have designed and built a very similar system.  Can you offer any other advise to my above plans.....either components or sources 

Thank you,

Ken

[Gordon]

Many fellows, including myself, have been using this pump for 5 years plus with the setup you are looking at.  Only one failure and I am sure it was caused by low voltage because of very small wire.

https://www.ebay.com/p/Fuel-Pump-Installation-Kit-for-Ford-Lincoln-Mercury-Various-E2000-E7tz9c407ba/1854788177?iid=310699348704&_trkparms=aid%3D555018%26algo%3DPL.SIM%26ao%3D2%26asc%3D44040%26meid%3D519d471c7f5e4f0aa351855a65aab94f%26pid%3D100005%26rk%3D1%26rkt%3D12%26sd%3D332474114694%26itm%3D310699348704&_trksid=p2047675.c100005.m1851

Applied's TBI adapter is now within $2 of the best price I can find, but I think Manny's adapter is thinner? 
Depending on where you live and the temperature you operate in you might consider an INLET AIR TEMPERATURE sensor, IAC, instead of faking it with the tables.
Make sure the Howell harness has ALL the connections for an EBL as originally they did not include a knock sensor or IAC plug.
You seem to be a handy guy so why not just make a Choke block off?  5/16" plate with 2 holes drilled in it.
Watch out for the 454 one ton TBI with governor assembly and try to not get a 1994-95 which needs 30# fuel pressure.  Some TBI's have a 1/4" spacer under the spider for better customization. 

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[Gordon]

Spell checker got me.  customization=atomization. 

[kdpotato]

Hey Ken,
I went this route, but built it from a GM harness as per Ray Schwartzendruber's excellent writeup.
Had it on the dining room table for months while I figured out what was what.

Anyway, I strongly suggest you send your junkyard injectors (if that's what you're using) out to
be cleaned and tested.  I used WitchHunter Performance in Washington state.  They replaced all
the tiny gaskets and stuff too.

The biggest problem I had was not knowing what problems were due to my lack of experience vs
bad parts.    Having the injectors working correctly will remove a lot of guesswork.
Also, make sure they're 80-90lb injectors (look at the part #s on them).  I got one junkyard TBI
that only had about 60lb injectors; was NOT a happy story when I tried to run them...

Despite the learning curve, I'm really happy to have EFI; never was a fan of carburetors.

best of luck,
Karen
1975 26'

[kdpotato]

Oh yeah, one advantage of the stock GM TBI and harness is you get an oil pressure cutoff switch.
I think Howell and other kit suppliers don't always include that.   Could save your engine one day.

Karen
1975 26'

[Ken Shaffer]

I have read Schwartzendruber's article some time ago.  I tried looking it up and now I cant find it... any chance you have a link?

[Gordon]

I uploaded Drubber's file, Fuel Injection.ppt  to https://sites.google.com/site/gmcmheficreatedocuments/file-cabinet

On 2018-04-25 5:55 PM, Ken Shaffer wrote:

Great. Thanks. 

  I originally had planned on making my own harness but after pricing out new weatherpack plugs and wires  I decided it wasn’t worth it. Are you guys having good luck using  junkyard wires and plugs? 

On Wed, Apr 25, 2018 at 7:05 PM Gordon <Wiz...@telus.net> wrote:

I have one.  I will look in a couple of hours.

On 2018-04-25 3:10 PM, Ken Shaffer wrote:

I have read Schwartzendruber's article some time ago.  I tried looking it up and now I cant find it... any chance you have a link?

On Wednesday, April 25, 2018 at 4:39:08 PM UTC-5, kdpotato wrote:

[Randy Van Winkle]

Ken,

I am currently installing a system from scratch for another coach I'm working on so going through the same process as you.  On my daily driver coach, I have been running EFI for about 10 years and over 100,000 miles.  Initially started with a Howell system, added EBL and have changed to a Rochester TBI of the vintage you indicated and now run a '94, '95 Rochester TBI running at 30 psi.  All the throttle bodies run great. I like the higher pressure one as I think it atomizes fuel a bit better which seems to help at idle, during tip-in, and at low speeds. But, again, differences are not worth losing brain cells over.

If you have not found a TB yet, consider one from a '92 or '93 (if you can find one). Sometime in '91 or '92 they changed the bottom of the TB affecting how the air flowed from the IAC.  It was done to help idle. If you have already gotten a TB, then don't worry about it because the older one works OK. 

When you get the harness, make sure it has support for Computer Controlled Timing (Howell did not provide timing control unless it was specifically requested). You might look at Affordable EFI (https://www.affordable-fuel-injection.com/). Their harnesses are slightly cheaper than Howell plus you get to choose the type of connectors you want for the TPS and IAC. I think Howell just has the one type that fits the Holley TB which can be a pain if you are installing a Rochester. The Rochester has two types of plugs for each TPS and IAC. The EBL is a direct plug-in for the standard GM ECM setup (usually 7747 ECM).  While you are installing, run several extra wires from the engine area to the ECM location.  You may want to add a Vehicle Speed Sensor (VSS), an Inlet Air Temperature (IAT) although I never have found that it helps much. If you ever consider the new electronically controlled fan clutch then you will need a wire or two for that.  In addition, the EBL supports feeds for a Fuel Pressure sender and a WB O2 sensor. It can display these values on the main What's Up Display. It is a pain to add wires after you have installed everything (ask me how I know). In addition, with the Howell harness you will need pins for the additional wires as the pin-outs for VSS and IAT are missing. I think Affordable gives you the option for a VSS but will not have a wire installed for the IAT as that is not supported in the original ECM (support was added with the EBL). So, if you are at the men's mall, find an ECM and take the two connectors off the back and include a good length of the wires.  You will now have a supply of those pins so you can add wires to your connector.

I like the adapter plate that Manny is producing because it is thinner and gives you a better shot at getting the air cleaner on and still allowing the hatch lid to close easier.  The original air cleaner should work. Some have used an air horn from a '90s Jeep Cherokee and then use an external air filter. It provides more clearance for the hatch lid. Clearance becomes more of an issue if the body pads have allowed the body to sag lower.

Be sure to get full 12v to the Distributor. The '73 points system had a resistor in-line to drop the voltage to keep from burning the points as quickly.

Randy (just finished sorting a harness obtained from the junkyard - $300 is not looking so bad, grin!)

'77 Eleganza II "403"

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[Randy Van Winkle]

Ken,

A couple of more thoughts...

I would put the fuel filter between the pumps and the Throttle Body. The following is my logic for saying this. Almost all vehicles from the early 90s to now have pumps in the tanks and the fuel filter is between the tanks and the TB. So what are we trying to protect?  For me, it is most important to protect the regulator and the injectors. If you have a problem with a pump then shrapnel can be sent up to the Throttle Body. There is already protection (enough, at least) for the pump(s) with the socks in the tank and the pumps themselves have a screen on the inlet side. I have in-tank pumps with socks before the pumps. The one time I had bad stuff get into my tanks from a faulty gas pump at a gas station, there was so much crude that it restricted flow but did not damage the pumps and the filter did not allow damage to the injectors. Replacing the filter and running on the Aux tank relieved the flow issues enough for full power until I got home some 3000 miles later. Unfortunately, I had to drop the tanks to replace the socks. It shouldn't happen, but if bad stuff is introduce while filling due to problems at a gas station, most of the bad stuff will make it to the main tank - any heavier than gas stuff cannot make the turn into the aux tank. Additionally, pumps do not suck well so having the pumps suck fuel through a filter just lowers the pressure even more between the pickup and the pump increasing chances for vaporization. Personally, I would rather lose a pump (not likely) than a regulator and/or injectors. With two pumps you have a backup pump already on-board ready to use.

Gordon mentioned a cheaper alternative for fuel pumps. I don't have personal experience with that particular pump but have used pumps that cost only around $30 without any adverse affects. Because you are running the Rochester TBI at between 9 and 13 psi, then you don't have a big requirement for high pressures. Any high pressure pump should meet that spec.  Howell is not in the business of selling pumps so when they do they are looking to make extra $$$ (my opinion - other opinions may vary). If you want a Walbro pump, then I see external pumps by that brand for under $80. Turbo City, when they were making kits for the motorhome, used an Airtex E-8094 which worked well for the Rochester TBI.

Check with JimK on the EBL. I believe he sells them at the same price point as DynamicEFI. Jim's EBL will already have a 455 and 403 (455 being the default) loaded so when you plug it in, it should start and run good from the get go. I developed the starter programs for Jim and they have proven to run well out of the box. If you do get the EBL from Dynamic then you will need to get the laptop attached and working, then flash in a new program before you attempt to start the engine. Dynamic's EBL has a 350 program as the default, IIRC, and causes our engines to backfire and not run well (you will not be happy with that). BTW...you want to get the laptop hooked up anyway so this is not a big stumbling block (I can provide you with a good starting 455 program).  Currently, Windows laptops and tablets do not have a serial port which is needed so a USB to Serial adaptor is required. I like one that uses the prolific chipset as it seems to work well for this application. Some chipsets have problems handling the data feed from the EBL. This is the one I use: https://www.amazon.com/gp/product/B00425S1H8/ref=oh_aui_search_detailpage?ie=UTF8&psc=1

I like to watch the EBL what's up display and the trip information provided so I have dedicated a Windows 10 tablet to this function in my coach. Mine is a Nextbook that I got for $89 during cyber Monday but prices have gone up dramatically on the Nextbook. However, RCA sells what looks like the same tablet for a good price of $99: https://www.walmart.com/ip/RCA-Cambio-10-1-2-in-1-Tablet-32GB-Intel-Atom-Z3735F-Quad-Core-Processor-Windows-10/45821429?wmlspartner=wlpa&adid=22222222227034661059&wl0=&wl1=g&wl2=c&wl3=75921454352&wl4=pla-147380449712&wl5=9023686&wl6=&wl7=&wl8=&wl9=pla&wl10=8175035&wl11=online&wl12=45821429&wl13=&veh=sem

Make sure you get the Windows 10 version otherwise you will not be too happy. Of course, this is all optional. The system will run great without real time monitoring but you sound like the type of person that would enjoy "watching" what is going on.  Warning, if you go this route, you will want to install a VSS so that the trip information is useful and you can see mileage increase when decelerating and when in lean cruise, e.g., can be addictive...grin!

Randy (time to start installing sensors and fuel pumps on my project)

'77 Eleganza II "403"

[Dolph Santorine]

Having recently done the install, I made multiple calls to Howell about their insistence that filter be placed before the pump.

It was counter to everything I though I knew. Their stated concern was the tolerances inside the pumps.

I have two filters and two pumps, and just switch the power from the ECU.

My local EFI “Oracle” (who found the setup from Howell “quaint”…. it’s older than he is) questioned the placement of the filters with exactly the same logic that you present, Randy.

In the interim, I’m going to leave them where they are, as I think long term I’ll move to in tank pumps.

The EFI is the last of my concerns. It works, and reliably.

Dolph Santorine

do...@dolphsantorine.com

134 Falls Road
Wheeling, WV 26003

Phone: 304-219-3100
FAX:     304-232-3075

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[Bruce Hislop]

When I was installing my original EFI, I remember reading on multiple sites and forums how important it was to have a filter before the pump because of the close tolerances of the vanes.

I still have that original pump in service 8 years later. I can see the concern about faulty pump debris getting into the injectors as well.

Bruce Hislop
Perth Communications is now merged with MRC Wireless. Stratford Office and phone numbers remain the same.

[Gordon]

If you look at the ROCHESTER injector you will find very FINE screens on them.  In my other life and on the odd Thursday I still sweep the floor at an injector shop.  Neither the owner or myself have ever seen debris in GM injectors or in the cups.  In 30 years I have never seen a dirty screen.  I have seen the frame of the screen get hard and brittle, but never broken.  The only problem we have ever seen is the galling of the pintle from overheating the injector, which happens from running at 100% duty cycle for long periods of time.  This is what a fellow who bought his GMC new, tells me is GMC paranoia!  He has never carried a spare part or a tool in the last 40 years and 300,000 miles.  His advice is if you are looking to buy a GMC, do not read the GMCNET.  If you do own one, do not read the GMCNET or you will never be able to sleep again.:-D

[Bruce Hislop]

Good point Gordon, each injector has a very fine screen. I can now put my mind at ease over that

Bruce Hislop
Perth Communications is now merged with MRC Wireless. Stratford Office and phone numbers remain the same.

[Gordon]

Each injector has TWO very fine screens.  One around the bottom and a very tiny one (which is difficult to source) on the side in the bleed hole.

[Randy Van Winkle]

Gordon wrote: "Neither the owner or myself have ever seen debris in GM injectors or in the cups. "

That's because almost all installations have a filter between the pump and Throttle Body. Very Big Grin....

Randy (knowing that some put filters before and after the pump - not an option on in-tank pumps)

'77 Eleganza II "403"

[Gordon]

For sure!:-[

On 2018-04-26 11:28 AM, Randy Van Winkle wrote:

Gordon wrote: "Neither the owner or myself have ever seen debris in GM injectors or in the cups. "

That's because almost all installations have a filter between the pump and Throttle Body. Very Big Grin....

Randy (knowing that some put filters before and after the pump - not an option on in-tank pumps)

'77 Eleganza II "403"

On Thu, Apr 26, 2018 at 12:31 PM, Gordon <Wiz...@telus.net> wrote:

[Gordon]

Yesterday I tried to start a vehicle with a 1987 Rochester carb on it, which has sat for 4 months.  The little paper filter in the carb would not pass fuel.  The internal valve of this filter was stuck solid and could not be blown through by mouth.  It could be unstuck with a small screw driver and then the vehicle started and ran as usual.  This filter has a spring behind it, so even when plugged, the fuel will pass it.  But when the line is dry the fuel pump can not push air past the filter and get fuel to the carb.  The fuel pressure was @4.5 lbs once I got fuel to the carb. 

On 2018-04-26 3:52 PM, Gordon wrote:

For sure!:-[

On 2018-04-26 11:28 AM, Randy Van Winkle wrote:

Gordon wrote: "Neither the owner or myself have ever seen debris in GM injectors or in the cups. "

That's because almost all installations have a filter between the pump and Throttle Body. Very Big Grin....

Randy (knowing that some put filters before and after the pump - not an option on in-tank pumps)

'77 Eleganza II "403"

On Thu, Apr 26, 2018 at 12:31 PM, Gordon <Wiz...@telus.net> wrote:

[Ken Shaffer]

Thanks for all the advise!  You guys are great!

I ordered two of the pumps Gordon mentioned.  I will plan on installing the fuel filters between the pump and TBI.  That seems to make sense.  I plan on installing two pumps..one to each tank and removing the fuel selector.   Then I will always have a back up pump if I have a problem on the road too.  This was a recommendation from Bob Dunahugh and I think its great.  I ordered the USB to serial adapter that Randy suggested.  I will plan on getting the thinner tbi adapter plate from Manny too.  

The identification plate on my TBI is stamped 17087021.  I think this is from 87-89 454.  I wasn't able to verify on-line 100%.  Do you guys recommend sending injectors off to be rebuilt or buying new ones?

Thanks again everyone!!

Ken Shaffer

'73 Canyonlands 26'.... and 73 Glacier 26'

455

Marion Iowa

[Gordon]

I Google and hit   https://www.carburetion.com/CarbNumber.asp?Number=17087021
Look at the numbers and/or colors on the injectors so you know what you are starting with?  I have yet to find a bad injector of any size in my collection and I test them, clean them, replace the filters and test them for flow.  Another way is with a timing light pointed at the injectors you can easily see the spray of each one.  The only reason I clean them is it is free (I pay for the filters), while I sweep the floor, cut up the boxes and bag the garbage.  I get a free lunch also.  :-D
I didn't know EFI began in 1987.  Maybe like 1957 283 cu in Pontiac FI, in the US only?

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[Johnny Bridges]

Never saw a 283CID from Pontiac.  A lot of Chevs though, including with Hillborn injection.  All mechanical, really the first streetable - sort of - system on an American car.

Mopar tried a Bendix electrical system, but the components of the day weren't up to it.

--johnny

On Friday, April 27, 2018, 2:17:04 PM EDT, Gordon <Wiz...@telus.net> wrote:

I didn't know EFI began in 1987.  Maybe like 1957 283 cu in Pontiac FI, in the US only?

On 2018-04-27 8:03 AM, Ken Shaffer wrote:

Thanks for all the advise!  You guys are great!

I ordered two of the pumps Gordon mentioned.  I will plan on installing the fuel filters between the pump and TBI.  That seems to make sense.  I plan on installing two pumps..one to each tank and removing the fuel

://groups.google.com/d/optout.

[James Hupy]

57 and 58, Pontiac had Rochester fuel injection on the 57 Chieftan and 58 Bonneville. COPO special order. Very similar to the Corvette and BelAir system, except it had a sheet metal cover over it to make it look different. Troublesome. The fuel distributor was driven with a speedometer cable from the ignition distributor. That failed fairly often if you revved them up. I think the C.I.D. on the engine was 347 cubic in. From memory, so it could be faulty.

Jim Hupy

Salem, Or

78 GMC ROYALE 403

--

[Gordon]

iirc 1957 Pontiac 283 cu in EFI was the first US engine to produce 1 hp per cubic inch?  I never saw a 348 cu in with FI?  Dual 4 barrels and 3 x 2, but no FI on 348/409. 

On 2018-04-27 2:36 PM, James Hupy wrote:

57 and 58, Pontiac had Rochester fuel injection on the 57 Chieftan and 58 Bonneville. COPO special order. Very similar to the Corvette and BelAir system, except it had a sheet metal cover over it to make it look different. Troublesome. The fuel distributor was driven with a speedometer cable from the ignition distributor. That failed fairly often if you revved them up. I think the C.I.D. on the engine was 347 cubic in. From memory, so it could be faulty.

Jim Hupy

Salem, Or

78 GMC ROYALE 403

On Fri, Apr 27, 2018, 2:20 PM 'Johnny Bridges' via GMCMH EFI <gmcm...@googlegroups.com> wrote:

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[Gordon]

http://www.curbsideclassic.com/blog/the-1957-chevrolet-fuel-injected-283-v8-gms-greatest-hit-12/

283 was an option from 1956 to 1966.  I owned 2 1957 283 Pontiac's and a 1958 283 Chev Bel Aire  There were 2 distinct Pontiac lines, narrow track on the same chassis as Chev and wide track Catalina, Bonneville. 

On 2018-04-27 2:20 PM, 'Johnny Bridges' via GMCMH EFI wrote:

Never saw a 283CID from Pontiac.  A lot of Chevs though, including with Hillborn injection.  All mechanical, really the first streetable - sort of - system on an American car.

Mopar tried a Bendix electrical system, but the components of the day weren't up to it.

--johnny

On Friday, April 27, 2018, 2:17:04 PM EDT, Gordon <Wiz...@telus.net> wrote:

I didn't know EFI began in 1987.  Maybe like 1957 283 cu in Pontiac FI, in the US only?

On 2018-04-27 8:03 AM, Ken Shaffer wrote:

Thanks for all the advise!  You guys are great!

I ordered two of the pumps Gordon mentioned.  I will plan on installing the fuel filters between the pump and TBI.  That seems to make sense.  I plan on installing two pumps..one to each tank and removing the fuel

://groups.google.com/d/optout.

[Gordon]

https://en.wikipedia.org/wiki/Pontiac_Pathfinder

On 2018-04-27 3:50 PM, Gordon wrote:

http://www.curbsideclassic.com/blog/the-1957-chevrolet-fuel-injected-283-v8-gms-greatest-hit-12/

283 was an option from 1956 to 1966.  I owned 2 1957 283 Pontiac's and a 1958 283 Chev Bel Aire  There were 2 distinct Pontiac lines, narrow track on the same chassis as Chev and wide track Catalina, Bonneville. 

On 2018-04-27 2:20 PM, 'Johnny Bridges' via GMCMH EFI wrote:

Never saw a 283CID from Pontiac.  A lot of Chevs though, including with Hillborn injection.  All mechanical, really the first streetable - sort of - system on an American car.

Mopar tried a Bendix electrical system, but the components of the day weren't up to it.

--johnny

On Friday, April 27, 2018, 2:17:04 PM EDT, Gordon <Wiz...@telus.net> wrote:

I didn't know EFI began in 1987.  Maybe like 1957 283 cu in Pontiac FI, in the US only?

On 2018-04-27 8:03 AM, Ken Shaffer wrote:

Thanks for all the advise!  You guys are great!

I ordered two of the pumps Gordon mentioned.  I will plan on installing the fuel filters between the pump and TBI.  That seems to make sense.  I plan on installing two pumps..one to each tank and removing the fuel

://groups.google.com/d/optout.

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[James Hupy]

OK, I did look it up. If anyone is interested, the web site is Street Muscle Magazine Newsletter newsl...@streetmusclemag.com via s3.acemsrvf.com  via should be underlined. Shows pictures and specs. If the link won't work for you, and you are interested, PM me and I will forward the article to you.

Jim Hupy

Salem, Or

78 GMC Royale 403 

On Fri, Apr 27, 2018 at 3:54 PM, Gordon <Wiz...@telus.net> wrote:

https://en.wikipedia.org/wiki/Pontiac_Pathfinder

On 2018-04-27 3:50 PM, Gordon wrote:

http://www.curbsideclassic.com/blog/the-1957-chevrolet-fuel-injected-283-v8-gms-greatest-hit-12/

283 was an option from 1956 to 1966.  I owned 2 1957 283 Pontiac's and a 1958 283 Chev Bel Aire  There were 2 distinct Pontiac lines, narrow track on the same chassis as Chev and wide track Catalina, Bonneville. 

On 2018-04-27 2:20 PM, 'Johnny Bridges' via GMCMH EFI wrote:

Never saw a 283CID from Pontiac.  A lot of Chevs though, including with Hillborn injection.  All mechanical, really the first streetable - sort of - system on an American car.

Mopar tried a Bendix electrical system, but the components of the day weren't up to it.

--johnny

On Friday, April 27, 2018, 2:17:04 PM EDT, Gordon <Wiz...@telus.net> wrote:

I didn't know EFI began in 1987.  Maybe like 1957 283 cu in Pontiac FI, in the US only?

On 2018-04-27 8:03 AM, Ken Shaffer wrote:

Thanks for all the advise!  You guys are great!

I ordered two of the pumps Gordon mentioned.  I will plan on installing the fuel filters between the pump and TBI.  That seems to make sense.  I plan on installing two pumps..one to each tank and removing the fuel

://groups.google.com/d/optout.

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[Johnny Bridges]

Like I said, never saw one.  They offered a 287CID engine in 1955 through   Upped to 316CID in '56.  And grew after that.

--johnny

[Johnny Bridges]

AHA!  Canadian.  I has learnt.   I would of thought someone passing through Maxwell would of had one or more, but not that I ever saw.

 

--johnny

[Gary Kosier]

I've just finished reading a lot of misinformation on early fuel injections.  Chevrolet was not alone in developing the mechanical injection.  Cadillac and Buick were big in the development.

Buick dropped out because they weren't satisfied with the results.  Cadillac hung on to the point of advertising a FI Cadillac for the New York Auto Show.  At the last minute they backed out.

Pontiac apparently jumped in late so as to have something exotic for their Bonneville.  It was mostly Chevy parts rearranged.  Interestingly enough, I saw a picture of an Oldsmobile engine

with FI they found in Duntov's secret lab after he was gone.  Pontiac did offer FI as an RPO in 1958. but it didn't sell well so they dropped it.  Chevrolet had four distinct units in 1957 with

a few minor tweaks on each one of those.  I had three FI Corvettes and when you got them set up properly, they were terrific.  Having rambled on this long, I won't get into early electronic

fuel injection stories.

   

Gary Kosier
77PB w/500Cad
Newark, Ohio

[James Hupy]

I guess that I should mention here that I probably should be more careful when I read the title of this forum. EFI. The early Rochester (think the GM Division that made the Quadrajet and dozens of other carbs) fuel injections were strictly a mechanical unit. No wires required. As such, they don't qualify for a topic on this forum. Sorry to muddy the waters. But, we raced a 39 chev coupe "C" gasser in the 60's that had a 327 Chev block with a 283 crank (301 cubic inches). It had a modified Rochester fuel injection, vertex magneto with a special gearbox to run the speedometer drive cable to the fuel injection. Isky 505 Super Leguerra roller camshaft, CSC forged steel crankshaft, gear driven camshaft, cubic money. We later changed the cylinder heads to some aftermarket ones and went to Stu Hilborn mechanical Fuel injection. Picked up about .4 of a second with that. Our bracket was 10.98 seconds, and we could turn 10.99's all day. Much quicker with different gearing, also. So, 40 plus year old memories being what they are, enuf is enuf.

Jim Hupy

Salem, OR

78 GMC ROYALE 403

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[Ken Shaffer]

I purchased a Cardone distributor 30-1873.  It does not come with the wiring harness from the module to plug (that goes to EMC)  The instructions say to remove this wiring harness from original distributor and reuse it on the new distributor.  I have stopped at my local parts store without luck, called Summit and Cardone.  Nobody has this harness.  Has anyone else experienced this or have any idea where I can obtain this harness?

Thank you,

Ken

On Wed, Apr 25, 2018 at 11:28 AM, Ken Shaffer <k...@fashionpar.com> wrote:

I have started gathering parts for my EFI system.  '73 455.  Before ordering the rest of the parts, I thought I would request some input from the "experienced" on this site. 

Here is my plan:

TBI from 1989 454

distributor from 307 Olds (no vacuum advance)

wiring harness- order from Howell

ECM  with EBL flash -order from Dynamic EFI

fuel pumps from Howell (I believe its a Walbro) I plan on using one pump on each fuel tank - inline filter between tank and pump

TBI adapter plate from Applied

chock block off plate kit from Applied

sensors and modules either from mens mall or local

new fuel lines- local supplier

I have read thru different articles and presentations given.  I have chosen to collect the components rather than buy a kit in order to have a better understanding of the parts, pieces, and the overall system.  

I know many of you on this site have designed and built a very similar system.  Can you offer any other advise to my above plans.....either components or sources 

Thank you,

Ken

[Bruce Hislop]

Auto wreckers may be the only source.  I got my distributor there and made sure I got the cable with it.

Bruce Hislop
Perth Communications is now merged with MRC Wireless. Stratford Office and phone numbers remain the same.

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[Bob Dunahugh]

The nice thing is that the short harness will be in any GM distributor from 1981? up to 1996?  4,6,or 8 cyl. Am I right on that?  Bob Dunahugh

---

From: gmcm...@googlegroups.com <gmcm...@googlegroups.com> on behalf of Bruce Hislop <br...@perthcomm.com>
Sent: Wednesday, August 15, 2018 12:55 PM
To: Gmcmh-efi google group
Subject: Re: [GMCMH-EFI] GM-TBI EFI help

 

[wizwing]

EBay E2000 pumps have proven themselves over many years.  Shop for TBI to Quadrajet adapter, should be  $20.

Sent from my Verizon Wireless 4G LTE smartphone

[Randy Van Winkle]

Ken,

Fairly easy to pick one up at the Men's Mall. About any GM vehicle from '88 though mid '90s with a computer controlled HEI distributor will have the harness. Your harness may have the ECM side of the distributor connector already but if not be sure to clip wires on the ECM side of the connector.

Randy (needing to get a couple to re-supply after using my last one a month ago)

'77 Eleganza II "403"

On Wed, Aug 15, 2018 at 11:58 AM Ken Shaffer <k...@fashionpar.com> wrote:

I purchased a Cardone distributor 30-1873.  It does not come with the wiring harness from the module to plug (that goes to EMC)  The instructions say to remove this wiring harness from original distributor and reuse it on the new distributor.  I have stopped at my local parts store without luck, called Summit and Cardone.  Nobody has this harness.  Has anyone else experienced this or have any idea where I can obtain this harness?

Thank you,

Ken

On Wed, Apr 25, 2018 at 11:28 AM, Ken Shaffer <k...@fashionpar.com> wrote:

I have started gathering parts for my EFI system.  '73 455.  Before ordering the rest of the parts, I thought I would request some input from the "experienced" on this site. 

Here is my plan:

TBI from 1989 454

distributor from 307 Olds (no vacuum advance)

wiring harness- order from Howell

ECM  with EBL flash -order from Dynamic EFI

fuel pumps from Howell (I believe its a Walbro) I plan on using one pump on each fuel tank - inline filter between tank and pump

TBI adapter plate from Applied

chock block off plate kit from Applied

sensors and modules either from mens mall or local

new fuel lines- local supplier

I have read thru different articles and presentations given.  I have chosen to collect the components rather than buy a kit in order to have a better understanding of the parts, pieces, and the overall system.  

I know many of you on this site have designed and built a very similar system.  Can you offer any other advise to my above plans.....either components or sources 

Thank you,

Ken

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