Thanks Charles, I will check this out.Charlescrown wrote:With the pressure regulator. If cutting the rail and I would assume new threads is going to be a hassle fit a banjo fitting and then use a Ford regulator. They use a tail fitting for in and out and can by put anywhere that is convenient.
265 Hemi to efi
Re: 265 Hemi to efi
Re: 265 Hemi to efi
It was a big weekend on the reno's and unfortunately this left little time for good things like car stuff, but I did get the two additional injector leads soldered in.
I am using a reducer to fit the MAT sensor where the old brake booster vacuum port was located as, 1. it is roughly where the MAT Sensor wire conveniently ended and 2. the Camira sensor was located in the same place being in the intake manifold runner just back from the head.
How far into the runner should the mat sensor sit, I assume just in so that the end of the sensor is in the airstream but not enough so that it interrupts flow too much. cheers
I am using a reducer to fit the MAT sensor where the old brake booster vacuum port was located as, 1. it is roughly where the MAT Sensor wire conveniently ended and 2. the Camira sensor was located in the same place being in the intake manifold runner just back from the head.
How far into the runner should the mat sensor sit, I assume just in so that the end of the sensor is in the airstream but not enough so that it interrupts flow too much. cheers
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Holden202T
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Re: 265 Hemi to efi
most MATs i've seen have all but the brass part in the runner.
to the others regarding different fuels, Dylan is right, leave injector flow rate as what is calced for the injector/engine size (and fuel weight). then change AFR tables and such to suit the fuel...... you will find that in $12P all the tables/scalars/flags that have MAP A and MAP B options is because this is what VL400 and i determined were all the ones needed to allow you to simply switch between fuels on the fly.
in practice its not quite that simple, but what i have done in the past is drain say petrol from my cars fuel system, leaving maybe a half litre in the surge tank that i can't get out, and the fuel lines and rail, then fill tank with methanol and start the car, as the wideband starts to go really lean keep the revs up so it wont stall and then flick the map switch, it will stumble a bit but then move to methanol afr's and even everything out .... this was done for 1. this exact example above and 2. for the average street/strip user that wants to run petrol daily then e85 or methanol etc at the track ..... and for the record from petrol you need almost 1.5 times more e85 and 2.3 times more methanol..... it is on these basis i have made changes to tunes AFR tables..... you also need to roughly adjust injector cranking times multiply by above figures but also offset for injector size changes, so it can get quite involved and it was a bit of a trial and error exercise for that side of it, if it starts and sounds half flooded, decrease, if it cranks for ages its more than likely too low etc.
to the others regarding different fuels, Dylan is right, leave injector flow rate as what is calced for the injector/engine size (and fuel weight). then change AFR tables and such to suit the fuel...... you will find that in $12P all the tables/scalars/flags that have MAP A and MAP B options is because this is what VL400 and i determined were all the ones needed to allow you to simply switch between fuels on the fly.
in practice its not quite that simple, but what i have done in the past is drain say petrol from my cars fuel system, leaving maybe a half litre in the surge tank that i can't get out, and the fuel lines and rail, then fill tank with methanol and start the car, as the wideband starts to go really lean keep the revs up so it wont stall and then flick the map switch, it will stumble a bit but then move to methanol afr's and even everything out .... this was done for 1. this exact example above and 2. for the average street/strip user that wants to run petrol daily then e85 or methanol etc at the track ..... and for the record from petrol you need almost 1.5 times more e85 and 2.3 times more methanol..... it is on these basis i have made changes to tunes AFR tables..... you also need to roughly adjust injector cranking times multiply by above figures but also offset for injector size changes, so it can get quite involved and it was a bit of a trial and error exercise for that side of it, if it starts and sounds half flooded, decrease, if it cranks for ages its more than likely too low etc.
No matter what the question is, the answer is always more horsepower! 
Just starting out? Have a read of the getting started guide
Basic tuning of a delco ECM with $12P thread
Advanced tuning of a delco ECM with $12P thread
Just starting out? Have a read of the getting started guide
Basic tuning of a delco ECM with $12P thread
Advanced tuning of a delco ECM with $12P thread
Re: 265 Hemi to efi
That's how I done th3 cranking fuel, multiplied for the extr volume cor methanol but then divided by the injector size increase. As the cranking fuel is a milisecond pulse with only it's not effected by injector rate or any AFR's.
As I went from a 20 to 60 pound injector I just divided by 3 and multiplied by 2.3 for for the methanol and it starts really well hot and cold.
As I went from a 20 to 60 pound injector I just divided by 3 and multiplied by 2.3 for for the methanol and it starts really well hot and cold.
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Holden202T
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Re: 265 Hemi to efi
yep thats pretty much it!
No matter what the question is, the answer is always more horsepower!
Just starting out? Have a read of the getting started guide
Basic tuning of a delco ECM with $12P thread
Advanced tuning of a delco ECM with $12P thread
Just starting out? Have a read of the getting started guide
Basic tuning of a delco ECM with $12P thread
Advanced tuning of a delco ECM with $12P thread
Re: 265 Hemi to efi
Got the MAT sensor manifold fitting all sorted today. Bought a 3/8 reducer that the internal thread size was a little bit under the 14mm thread size of the sensor and took it to Nick who tapped a 14 mm thread. He also milled the brake booster port boss down to the correct size so that the MAT sensor was adequately exposed in the runner. Another step closer.
Re: 265 Hemi to efi
Hi all, I have been flat out finishing our kitchen/living reno and haven't had time to do much on the motor lately. Anyway found a bit of spare time today and pretty much finished hooking up a temp fuel system. Just need a fuel filter and vacuum line for the fuel reg and it should be ready to fire up and I will do this tomorrow. if any one has any hints or tips at this stage it would be appreciated, cheers.
Last edited by heff0018 on Wed Sep 13, 2017 7:10 am, edited 1 time in total.
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kojab
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- cars: VT V6 supercharged in a corolla
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Re: 265 Hemi to efi
Why do you have the fuel pressure regulators reference line plugged with a screw. It should be seeing vacuum.
Re: 265 Hemi to efi
Thanks mate, it's just a reminder. I moved it from a throttle body port that I had blocked off which I now think is probably the fuel reg vacuum port. This port is next to the port labelled 'Purge'. The hose size looks similar, is this the correct port? I've been trying to find a vacuum line diagram for a v6 but it's not that easy.