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To date no two DeLorean EFI conversions have been similar, much less identical, even on the same engine (several EFI DeLoreans are 3.0, not 2.8 ). Each owner reinvents the wheel every time: different throttle bodies and IAC valves, different injectors and rails, different wiring, etc. That aspect of the conversion mystifies me -- wouldn't it be a whole lot easier if everyone just implemented a standardized and vetted design?
Bill Robertson
#5939
Josh B might have a standardized design but unfortunately he doesn't sell it in kit form.Quote:
Originally Posted by content22207
Maybe part of the thrill is overcoming the individual challenges, not just the end game?Quote:
Originally Posted by content22207
Bill, if you can come up with the standardized manifold (iirc, you make them or have them made up, right?), I would be intrigued by the the idea of making a standardized kit available to people. Hummm, peanut butter and chocolate.................
I'd guess they look at it much like you did when it came to carbing.Quote:
Originally Posted by content22207
+1, Steve
I'm sure an EFI kit is right around the corner...from those currently offering EFI installed only, if from nowhere else.
One problem with a "standardized, vetted design" is is doesn't take into account people's differing motivations for the moving to Fuel Injection:
A. If they want to keep everything as close to stock as possible, EXCEPT add FI, an approach that would be retrofitting EFI to the D's stock PRV.
B. If the goal is to modernize, add FI, while minimizing fabrication, a better choice is to go with the Eagle 3.0. Still requires some lighter fabrication, but the block is essentially a bolt-in.
C. If adding FI and all-out power is the goal (heavy fabrication is no problem) then an engine swap like Marc's VQ35 may be the way to go.
For A and B, I suppose "standard" plans could be developed, but for C, or if adding turbos or superchargers, all bets are off.
Also, in any of these scenarios, the choice of control unit is affected by the owner's skill set and pocketbook. DIY setups like Megasquirt are relatively cheap, but put a little more setup/fabrication on the builder, while off-the-shelf units like Electromotive, Mo-Tech, DFI, etc. cost more, but come more completely packaged and include factory support. Pick your poison.
IMHO, we need a kit for this mod.Quote:
Originally Posted by protodelorean
Farrar
My carb conversion was not optional -- the barge engine I transplanted has no injector ports in the heads, and a Volvo A series manifold is not amenable to adding them there. I also only had a couple of weeks to get the engine in the car and on the road for DCS'04. Carburetion may not be perfect, but it is bolt down and go.Quote:
Originally Posted by Ron
Bill Robertson
#5939
I'm not familiar with the options then...but thought there was a carb and manifold that would work???
This is how my engine showed up (that's an industrial propane carb on top):
Attachment 5279 Attachment 5280
I reused the manifold of course -- just turned it around and made an adapter plate for a 2100 carb:
Attachment 5281
Bill Robertson
#5939
Bill, explain to me how it is you hijacked this thread about EFI and turned it into a discussion about your carb conversion? I agree converting to a carb is one option if you want to remove the Bosch K-Jetronic fuel injection system but this thread is about replacing the K-Jet with EFI. With EFI you can control not only the fuel system but the ignition system and potentially (on an automatic) the transmission. And run the dash electronically. (and turbos if you have them). Non of which is possible with a conversion technologically backwards with a carb.
David Teitelbaum