un post un peu récapitulatif sur ce que j'ai trouvé sur le net..
L'injection sur une US :
1) Les kits :
http://www.summitracing.com/search/Part ... FI+Systems
De 1500 à plus de 3000€.
Cela va du système comprenant la pipar d'admission avec les injecteurs intégrés sur une rampe le tout quasiement
" plug and play " au système parmettant de conserver sa pipe d'admission et où seul le sarburateur est remplacé.
Dans tous les cas, il y a besoin d'une pompe à essence Haute pression.
il faut également ajouter un capteur à O2 dans l'échappement.
Chez certains utilisateurs, l'ajout d'un surge tank a été utilé pour les cas où le réservoir contenait moins
d'1/4 de plein.
La majorité des kits sont vendus avec un petit module d'afichage et de configuration qui permet de se passer d'un
ordinateur ! Sur certains, il est même possible de modifier les réglages en temps réel et de suivre les
résultats.
Les deux types de kits pour lesuqels j'ai trouvé des essais :
Edelbrock Pro FLO ( autour de 3000€ )
http://www.edelbrock.com/automotive_new ... sler.shtml
FAST EZ EFI ( premiers prix à moins de 1500€ )
http://www.fuelairspark.com/
http://www.dfperformance.com/fastezefi.html
Videos du systeme FAST :
http://www.youtube.com/watch?v=tFn0RKJvapM
http://www.youtube.com/watch?v=5IX1F4V1Yi0
http://www.youtube.com/watch?v=FW6ZOpPs9dA
http://www.youtube.com/watch?v=iiTwRIuzBtc
POwerjection 3 :
http://www.professional-products.com/EFI_3.php
http://www.youtube.com/watch?v=mRZyxxIN54Q
2) Les essais par les pros:
Edelbrock Pro-Flo XT EFI on a 1971 Nova :
http://www.hotrod.com/techarticles/engi ... index.html
Caractéristiques de la voiture :
basic-but effective-355-cube small-block with 10.3:1 compression, AFR 190cc aluminum heads, and an Isky hydraulic
roller cam with 0.505/0.530 lift and 225/234 duration at 0.050. Exhaust is handled by a set of Hooker Super Comp
1 3/4-inch headers feeding into dual 2 1/2-inch pipes.
Backing the mill is a TCI Turbo 350 with a full-manual valvebody and a Hughes 10-inch 3,000-rpm-stall converter.
There's an 8.5-inch 10-bolt out back with 30-spline axles and Motive Gear 3.73 cogs. An Auburn limited slip makes
sure power gets to the Mickey Thompson P275/60R15 drag radials.
With its 2,960-pound curb weight (3,200 with driver), it cranks off 8.06-at-85-mph e.t.'s just about every week
at the eighth-mile Irwindale dragstrip. For all you quarter-milers, the NHRA correction factor (1/8 x 1.57 =
approximate 1/4 e.t.) says Gino's street and strip machine is running 12.65.
Matériel monté : Edelbrock Pro Flo XT
Résultats :
MILEAGE TESTING
Induction Average MPG
650-cfm Holley Street HP 10.07 mpg
Edelbrock Pro-Flo XT 16.5 mpg
DYNO TESTING
Induction HP LB-FT
Carb 282 289
EFI 301 284
EFI System Conversion - EZ-EFI
http://www.hotrod.com/techarticles/engi ... index.html
The first dyno mule was this 350 with 10.0:1 compression, TFS 23-degree heads, a dual-plane Edelbrock Performer RPM Air-Gap manifold, and a Comp Cams XE268 flat-tappet cam. With a Holley 750-cfm carburetor, it made 411 hp and 417 lb-ft. Then we installed the EZ-EFI unit and used the handheld controller to input the engine data and it fired up and idled smoothly immediately. We honestly didn't expect to see any power gain by switching to the EZ-EFI (in fact, a carb will usually make a few more peak horsepower than EFI), but within a couple of pulls, it had picked up slightly to 414 hp and 426 lb-ft.
After the small-block had run, we lifted up the EFI unit and slid this 496 under it, then we input the new engine specs. This engine has 10.25:1 compression and a Brodix single-plane intake and oval-port heads. We didn't bother testing the carburetor on the big-block; rather, the goal was to see how quickly the EZ-EFI would adapt to more cubic inches. Again, the motor started immediately and idled at our commanded 850 rpm. On the first pull it made 553 hp and 605 lb-ft, and after 20 pulls, it made the same torque but picked up more than 10 hp to 566.
We installed the EZ-EFI system on a GM 290hp crate motor (disguised to look like the original 327) in Larry Abel's '65 Malibu SS. The throttle linkage is standard Holley, and the throttle valve cable bracket for the 200-4R transmission was also a quick hookup.
With everything installed, the car fired right up and we strapped it to the chassis dyno at A&A Corvette in Oxnard, California. The results were similar to what we saw on the engine dyno. It made 178 hp and 237.5 lb-ft with the EFI, compared with the carbureted baseline of 168 hp and 218 lb-ft
We did a 100-mile drive to test gas mileage with the carburetor and the EZ-EFI. The carburetor was rich in some areas and lean in others, so we got it as close as possible, and it got 13.2 mpg. The exact same route and speed with EFI brought back an astounding 18.5 mpg.
3) Les essais des amateurs :
un forum
avec photos de l'installation
par un amateur du systeme FAST EZ EFI.
http://theamcforum.com/forum/fast-ezefi ... cf9ee7.htm
l
A lire avec IExplorer ( sinon les photos ne s'affichent pas .. )
Quelques impressions :
http://theamcforum.com/forum/uploads/65 ... Medium.jpg
http://theamcforum.com/forum/uploads/65 ... Medium.jpg
My initial impression is that this system is a home run.
Configuring the computer and starting it up was pretty cool. Just a few simple steps like desired idle speed, cu
in, number of cyl, and calibrating the throttle position sensor at idle and WOT. She fired right up (after I
remembered to re-connect the coil wire -- Doh!), and settled into a real rough and slow idle.
Unbelieveably, the computer kept the engine running at a speed as low as 400 rpm (with the Holley, I couldn't
keep it from stalling much below 850). It got better and better as the engine warmed up, and the hole in the
thermostat to allow heat to get to the temp sensor seemed to work great. I did have to open the throttle blades
with the idle adjustment screw to get the Idle Air Motor into an acceptable range for controlling the idle (and
then re-calibrate the TPS).
Once warmed up to operating temperature, the car was immediately driveable, although a bit rough in spots. First
trip was about 15 miles including 55 mph highway and in town. The computer "learns" fast, and the driveability
improved rapidly. Now that it has "learned" what the engine wants at idle, the ECU has somehow taken quite a bit
of the "lump" out of the cam -- it still sounds great, just not quite as menacing as it did with the Holley.
I just got back from a cruise around the Atlanta area -- about 100 miles give or take. The AMX seems like a
different car -- the 3.91 gears used to make it seem like it was working hard at 70, but with the EFI, it just
cruises along -- just begging you to hammer the throttle. Except for some slight stumbling just off idle and at
constant engine speed around 2000 rpm in the lower gears, the throttle response is like nothing I've ever
experienced. My neck is thankful for high-back bucket seats.
Main goal was better fuel economy and easier tuning, as well as easier starting.
il a eut des problèmes de relays qui prenait feu ou fondaient..
Epilogue:
Been a few weeks since the harness meltdown and replacement, but with some help and advice from PMM and others,
she's back together and all seems to be well.
FAST gave me no troubles about replacing the harness and checking out the ECU -- so no issues with their
warranty. Final assessment was a bad crimp on a relay socket terminal.
PMM turned me on to a source for some higher capacity (and probably better quality) replacement relays, so have
gone with them instead of the ones that came with the new harness. Weather finally cooperated just enough to
allow several longer trips, and no further issues with the relays and/or harness.
The FAST throttle body's "ported" vacuum source isn't very (ported). Sends almost the same signal as the
non-ported source below the butterflies. Maybe something to do with my cam needing a bit more throttle at idle,
but my old Holley 750's ported source was zero at idle -- the FAST piece sends about 10". This forced me to
re-think my timing setup, so I went back to a B28 vacuum can I got a while back from Phat348 (which I installed
with a cam to limit its travel to about 15 degrees vice 24 for stock can). I now have about 2.5 degrees initial
w/vacuum hose off, and ~17.5 with it connected at idle. Centrifugal advance is about 28 degrees all in at ~2800
rpm, for a total of just over 30 (and about 45 at highway cruise). May still play around with a bit more
initial, with corresponding reduction in vacuum travel, to bump up the total, but the car really runs good right
now, so may just leave it where it is.
All in all, this was a really fun project, and except for the freak bad connection, seems to be a quality system.
I would highly recommend it to anyone who is looking to avoid the headaches of dealing with carb tuning.
Par contre il n'est pas très clair sur le consommation...
Apparemment ce n'est pas encore assez cher chez eux car il n'en parle jamais.. il parle de " 10% voir plus ",
c'est bien peu par rapport à d'autres reviews..
Best guess is about 10% better. Maybe a bit more. I've just learned that the carb I replaced was jacked
up, so maybe if it had been straight, the mileage increase would have been less.
Nonetheless, I'd do it again just for the driveability, even if it wasn't a bit better on
mileage.
[/quotemsg]
Ici, une disscussion autour de l'injection avec divers montages :
http://board.moparts.org/ubbthreads/sho ... in=5618349
L'un d'eux dit consommer 16.5mpg avec ceci :
I have yet to do track testing, or get it on the dyno, but the mpg increase (16.25 mpg so far at 75 mph @ 15:1 AFR) is there and throttle response is better without any spots after it learns.
D'autres divers :
A friend of mine installed it in his 36 Dodge with a 440. When it had the carb on it he was always having trouble getting it to idle and run right. After installing the EFI it ran and drove like a dream. He could not say enough good things about it.
http://www.stevesnovasite.com/forums/sh ... p?t=142949
Ici encore :
http://www.thirdgen.org/techboard/dfi-e ... z-efi.html
Mais toujours pas de conso. Par contre ça à l'air d'être la révolution mécanique si on a pas de turbo.
Idem ici:
http://forums.corvetteforum.com/c3-tech ... s-yet.html
" you will not regret it ".
sur une Camaro 69 :
http://www.camaros.net/forums/showthread.php?t=168000
I have the EZ EFI on my 69. I went with the complete fuel system and used a robbmc tank pickup. I used the steel line for a return line and kit fuel line for delivery. Everything went pretty much as described in the HRM story. I've had it on 1.5 trips (I'm in Orlando with it now) for a about 800 miles. Got about 22-23 MPG on the freeway with AFR at 14.7. It takes a little playing to work the transition from idle to cruise with the cam I have (284 comp) but way less than a carb switch. You can set the AFR while driving (son was with me on the first cruise to Ocala) and actually hear and feel the difference instantly when it changes. We put it on a trailer dyno at NPD and got about 7 more HP out of it than the same setup with a 750 Demon a few years ago. It starts right away with no pedal and idles fine after warmup. When the AC is on it keeps idle at the same RPM and adjusts for the compressor on/off. That means it idles at a stoplight without touching the pedal when the compressors cycles. I used an electric solenoid on the carb setup and it didn't work well. Tips are that you need a clean tach signal (they really mean that) so I switched from an 8 yr old Accell 300+ to an MSD 6AL-2 and my initial bugs disappeared. Also need to make sure your accelerator pedal linkage/cable is solid since it refernces throttle position. Mine was loose at the cable by about 1/4" and it made for an erratic idle transition until I figured it out. Problem disappeared when the cable stopped moving. The fuel pump is an inline Carter unit and the whine is kinda irratating. It gets a bit louder after a long run. Make sure you use the insulated clamps and extra padding if you have it. The system only reads fuel/air/throttle related stuff and there's no timing options. The handheld unit is pretty basic and kinda cheap but it works and is easy to figure out. I used an extension cable on the handheld and have it velcroed to my dash for driving and to my glove box door when I'm not playing with it. I plan to do the same install on my 67 with the 327 and use a 3/8 steel line vice the EFI setup. It's a little expensive but it's all there and the right setup for my use (8K a year).
le mec dit qu'il tombe à 22 MPG sur l'autoroute ! par contre je ne sais pas ce que veut dire " with AFR at 14.7. ".
ici, sur une Buick (?)
http://www.v8buick.com/showthread.php?p ... ost1440091
Le mec dit avoir des problèmes de démarrage à froid, mais sinon que la voiture n'a jamais aussi bien tourné.
So what was going to be a short drive to fill the tank turned into about a 50 mile cruise as the system just ran so nice. And just like installers and F.A.S.T. said the more I drove the better it got. I had a Biggs prepped 950 Holley HP on the car before and would not have thought that throttle response could be better. I was wrong. The EZ-EFI has GREAT throttle response with the idle set at 800 it sounds NICE! This btw was one of the reasons I decided to try EFI as getting the idle set so the car sounds good rumbling around at the cruise-in pretty much means stalled engine when you kick the AC on. That old A6 compressor is a PIG! The EZ-EFI has an input wire and a setting to up idle speed to compensate for AC drag!
par contre il ne parle pas de sa conso.
