Originally Posted by content22207
Like the undead, it is true. But we all know, what they do.
Location: North GA
Posts: 6,200
Club(s): (SEDOC) (DCUK)
Posts: 1,068
On a more serious note: the PRV was not designed for K-Jet -- K-Jet was overlaid on the engine after it had already been in production for more than half a decade (even then, the first K-Jet installations did not look anything like the installation DeLorean owners are familiar with). Things that seem nonsensible with K-Jet in the way, such as ignition distributor access and access to plumbing underneath the intake, are much more reasonable when you remember that the engine was originally designed with easily removed intake manifolds.
Bill Robertson
#5939
Location: Hill Country, TX
Posts: 1,579
My VIN: Formerly 2329
As Bill adroitly points out, there is no more Valley Of Death since the manifold removes with 4 bolts. Those 4 bolts hold the manifold down, the dual fuel rails and of course the attached throttle body. None require triple jointed socket extensions eitherThe distributor is clearly visible, accessible, adjustable and any other "ible" that you would like to add. However, I don't need to play with it. The vacuum advance is disabled and the mechanical advance is tack welded so it doesn't move. It's all digital now. In fact, the next bug to bite will be to eliminate it all together and go to a modern coil pack setup. That however will be a bit more of a challenge on an odd fire engine and will require knowing both cam and crank position to do properly. Separate topic there though.............
When I started having K-jet problems I knew the solution for ME was not to just repair the same old same old. I started down the path of a carb until I learned more about the potential of EFI and I took the plunge. It was painful for a while, but I have no regrets and am now very pleased with where the car is now. Better yet, I have the ability to tinker and make adjustments lying on the couch using the laptop if I want, and if they don't improve things, I simply reload the last good setup. That's a far cry from turning wrenches, checking pressures, adjusting linkages, changing needle valves, replacing gaskets or o-rings. The real hurdle is the original hardware setup (and integrating ANY new hardware into our cars, be it a carb on manifold or new fan relays...) and the educational learning curve. After that it is a case of how much crap can I remove from the stock setup, how clean can I make it look, how much better can I make the acceleration or the fuel efficiency,etc.
I'm past the frustration and into the optimization!!!!!!!
I did the Zenith Strombergs, dual Summit Unions and Weber carburetor setups on my old Spitfire. I don't even remember the setup on the Beetle. But now I have some slick technology on the forever modern Delorean. I'm liking it!
Owen
I.Brew.Beer.
Posts: 1,068
Since you brought it up: on a Motorcraft 2100 the needle valve *AND* seat can be changed in a minute or two -- no big deal (why change them anyway? The seat is brass, and there's no reason to change the valve unless its viton tip has become damaged somehow).
And for the sake of historical accuracy: you did spend several months trying to get your EFI to work. On the old forum you even mentioned that your wife was getting pissed off with the project.
EFI may be many things, but plug and play it is not. Poor Mike Lund spent several months this summer trying to get his EFI setup to work, then ultimately went back to K-jet: http://dmctalk.org/showthread.php?18...ersion-VIN1049.
Any owner contemplating EFI does need to be aware of the lengthy setup involved, typically spanning several months.
Bill Robertson
#5939
Location: Rochester, NY
Posts: 2,405
My VIN: 01049
A month and a half is not several months :-)
I have every intention to try the conversion again over the winter when the car isn't getting driven anyway.
Also, please stop using me as an example of the difficulty of EFI. I don't care for it.
Posts: 1,068
Did you not chronicle your efforts publicly?
As I said: any owner contemplating EFI needs to be aware of the lengthy setup involved, and that it doesn't always work the first time out.
The OP's question was "how difficult is [EFI] to do?" Surely you don't want him thinking that EFI will be installed in just a weekend or two.
Bill Robertson
#5939
Last edited by content22207; 09-20-2011 at 12:10 AM.
Location: Rochester, NY
Posts: 2,405
My VIN: 01049
You completely miss my point. *face palm*
Posts: 1,068
Q: How difficult is EFI to do?
A: It typically requires custom fabrication on the owner's part, and several months of setup and tuning. At this time there is no ready made DeLorean EFI kit that an owner can quickly install in his or her own driveway.
An objective answer to the OP's question.
Anyone care to disagree?
Bill Robertson
#5939
Location: Baton Rouge, Louisiana
Posts: 3,047
My VIN: 16510 and carbureted
Club(s): (GCD) (SEDOC) (DCUK)
This is probably the reason Josh at DPI doesn't sell EFI conversion kits. EFI would be nice but I like the low cost and simplicity of a carburetor.
If I ever win the lottery and have unlimited resources I'll ship my car to DPI and just tell Josh to make it awesome.
Location: Northern NJ
Posts: 8,816
My VIN: 10757 1st place Concourse 1998
Doing an EFI conversion is immeasurably easier if someone blazed a path. Parts availability will be an issue but once past that hurdle everything else is at least a magnitude easier. The code can just be copied over and will be more than good enough to run the car. The full package of complete ignition control with coil packs would be the ultimate in engine management. All that would be left is a pre-cat O2 sensor and setting up for proper emission and evap control. Someone selling a kit of parts would be ideal but a parts list and the code goes a LONG way. This would be the "hot ticket" for the turbo cars!
David Teitelbaum
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