I'm Dumping The EFi
Discussion
After blowing countless fuses, unravelling my wiring loom to the point of utter confusion - I've decided to dump the EFi after failing to find the wiring problem that is preventing my car from starting. The positve thing is that I changed the starter for a presotlite and is brilliant considering the price. The starter was on its way out anyway so I changed it.
The fault lies in the injection loom and I just cannot locate the problem. If I employ the services of a sparky who'll probably charge a day's labour it will be cheaper fit a Webber and Edelbrock manifold.
RPi here I come....Efi...you're fired....
The fault lies in the injection loom and I just cannot locate the problem. If I employ the services of a sparky who'll probably charge a day's labour it will be cheaper fit a Webber and Edelbrock manifold.
RPi here I come....Efi...you're fired....
done it
photo was taken before job finnished so looks a bit untidy.
absolutely wish i had done this as soon as i bought the car , better all round. there was allways something that needed attention with the efi, spent bloody hours on ebay looking for bargin parts to keep as spares for when they would enevitably be required.
the car ran and drove perfectly on first start up.
try these people for carb and manifold http://www.roadcraftuk.co.uk/index.asp?display=Cat... and fitting kit from elswhere.
only fitting problem i had was the manifold thermostat housing flange was not flat and i didnt notice until i had everithing else done so had to file it flat in situ.
also i fitted the carb back to front as this avoided having a nasty S shape throttle cable , the fueling is still ok under acceleration and braking.
there is no return spring on the carb so put 2 on the linkage. any other question just ask
photo was taken before job finnished so looks a bit untidy.
absolutely wish i had done this as soon as i bought the car , better all round. there was allways something that needed attention with the efi, spent bloody hours on ebay looking for bargin parts to keep as spares for when they would enevitably be required.
the car ran and drove perfectly on first start up.
try these people for carb and manifold http://www.roadcraftuk.co.uk/index.asp?display=Cat... and fitting kit from elswhere.
only fitting problem i had was the manifold thermostat housing flange was not flat and i didnt notice until i had everithing else done so had to file it flat in situ.
also i fitted the carb back to front as this avoided having a nasty S shape throttle cable , the fueling is still ok under acceleration and braking.
there is no return spring on the carb so put 2 on the linkage. any other question just ask
JR said:
Carbs also get through more fuel but can achieve high bhp. Cirks on here has a very nice set up.
Indeed he does and 318bhp from a 4.8 is good stuff .. but it did catch fire during London Thunder .. so you need to take precautions - at the very least have an extinguisher in the car.chris390 said:
done it
photo was taken before job finnished so looks a bit untidy.
absolutely wish i had done this as soon as i bought the car , better all round. there was allways something that needed attention with the efi, spent bloody hours on ebay looking for bargin parts to keep as spares for when they would enevitably be required.
the car ran and drove perfectly on first start up.
try these people for carb and manifold http://www.roadcraftuk.co.uk/index.asp?display=Cat... and fitting kit from elswhere.
only fitting problem i had was the manifold thermostat housing flange was not flat and i didnt notice until i had everithing else done so had to file it flat in situ.
also i fitted the carb back to front as this avoided having a nasty S shape throttle cable , the fueling is still ok under acceleration and braking.
there is no return spring on the carb so put 2 on the linkage. any other question just ask
Cracking job Chris...I'm going to check prices as I think the road craft people's costs are slightly cheaper. Either way my mind is made up regardless. Did you notice a sever drop in MPG or was this marginal given the fact the Efi was meant to be more fuel efficient?photo was taken before job finnished so looks a bit untidy.
absolutely wish i had done this as soon as i bought the car , better all round. there was allways something that needed attention with the efi, spent bloody hours on ebay looking for bargin parts to keep as spares for when they would enevitably be required.
the car ran and drove perfectly on first start up.
try these people for carb and manifold http://www.roadcraftuk.co.uk/index.asp?display=Cat... and fitting kit from elswhere.
only fitting problem i had was the manifold thermostat housing flange was not flat and i didnt notice until i had everithing else done so had to file it flat in situ.
also i fitted the carb back to front as this avoided having a nasty S shape throttle cable , the fueling is still ok under acceleration and braking.
there is no return spring on the carb so put 2 on the linkage. any other question just ask
pwd
not sure about size for a 4.5 but i would be wary about going to big for road use , no doubt an engine expert will be along shortly
rev-erand
not had any popping back yet even when cold with no choke
gv
getting better mpg, these carbs are obviously better than what was available in 80s + mine always seemed to rich no matter what i did.
p hart
fitted mine with edelbrock manifold and 2" deep filter which just fits but does draw warm air from under the bonnet. ram air system could cause carb metering problems.
not sure about size for a 4.5 but i would be wary about going to big for road use , no doubt an engine expert will be along shortly
rev-erand
not had any popping back yet even when cold with no choke
gv
getting better mpg, these carbs are obviously better than what was available in 80s + mine always seemed to rich no matter what i did.
p hart
fitted mine with edelbrock manifold and 2" deep filter which just fits but does draw warm air from under the bonnet. ram air system could cause carb metering problems.
Or - can you use the same pump, and have a lower pressure regulator? Granted, the amount of fuel being circulated through the return pipe will be higher, but on the other hand that could be a good thing, less chance of vapour lock in very hot weather.
Finally you could also put a resistor in series with the existing pump volts supply, so it would be less stressed. Using a voltage regulator would be even neater, it would allow the pump to get max current under full load conditions. Total component cost would be about a pound, as opposed to a new pump.
Finally you could also put a resistor in series with the existing pump volts supply, so it would be less stressed. Using a voltage regulator would be even neater, it would allow the pump to get max current under full load conditions. Total component cost would be about a pound, as opposed to a new pump.
It was always my understanding, that carbs are good for outright power, but don't have the flexibility of fuel injection. Hence, you would get a trade off with loss of mid and low range power? I remember in my 'hot' Ford days, that everyone started junking their twin 45 DCOEs for the Weber Alpha fuel injection kit, when that came out. Any carb converts experience this compromise?
On a different carb point - I am sure I recall seeing a RV8 with quad downdraught Dellortos... Anyone remember that setup? Bet the induction noise was awesome!
On a different carb point - I am sure I recall seeing a RV8 with quad downdraught Dellortos... Anyone remember that setup? Bet the induction noise was awesome!
Yes I have seen two installations like this. One on a P6, the other on a Westfield (I think). The throttle response is pretty instantaneous, too.
I do think it would be a lot less bother to buzz out the EFi wiring, after all there are 'only' 50 or so wires and about 100 connections, that would only take an afternoon, surely?
I do think it would be a lot less bother to buzz out the EFi wiring, after all there are 'only' 50 or so wires and about 100 connections, that would only take an afternoon, surely?
adam quantrill said:
Yes I have seen two installations like this. One on a P6, the other on a Westfield (I think). The throttle response is pretty instantaneous, too.
I do think it would be a lot less bother to buzz out the EFi wiring, after all there are 'only' 50 or so wires and about 100 connections, that would only take an afternoon, surely?
That's a good point Adam, but for me it's about cost and what happens long term. The car doesn't start which means the cost of towing it to the nearest reputable TVR specialist located in Barnet. Factor in a day's labour at £50 or so £ per hour to find the problem - and it will be a day's labour becuase I am a cynical sod when it comes to garages and what they charge without VAT and required parts - even if it's only another wire and yet another 20p fuse! My guess is that that the cost to locate and fix the problem will equal or even surpass the cost of a carb conversion. I do think it would be a lot less bother to buzz out the EFi wiring, after all there are 'only' 50 or so wires and about 100 connections, that would only take an afternoon, surely?
So far I have read nothing but postive vibes from those who have made the switch - plus I know that it's well within my capabilities as a spanner head to do it myself and so reap the buzz of seeing the job through in order to ehance the driving joys of TVR...then again it may only be a loose wire shorting out which if it is - remains elusive....
Not doubting anyone's ability or even offering words of warning - just an intersting and alarming story whilst on this topic...
My uncle dropped an RV8 in his Stag and changed the SU's for a Holley/Offy setup. Pulling into his driveway at a rate of knots after the first blast around the block, the throttle cable snagged (due to crappy routing) and the car went through the garage door and then into the back wall of the garage...
Of course, had he been a Wedge owner, he wouldn't have left the braking to the last minute!!
My uncle dropped an RV8 in his Stag and changed the SU's for a Holley/Offy setup. Pulling into his driveway at a rate of knots after the first blast around the block, the throttle cable snagged (due to crappy routing) and the car went through the garage door and then into the back wall of the garage...
Of course, had he been a Wedge owner, he wouldn't have left the braking to the last minute!!
eesbad said:
Not doubting anyone's ability or even offering words of warning - just an intersting and alarming story whilst on this topic...
My uncle dropped an RV8 in his Stag and changed the SU's for a Holley/Offy setup. Pulling into his driveway at a rate of knots after the first blast around the block, the throttle cable snagged (due to crappy routing) and the car went through the garage door and then into the back wall of the garage...
Of course, had he been a Wedge owner, he wouldn't have left the braking to the last minute!!
always the simplest route and always 2 return springs My uncle dropped an RV8 in his Stag and changed the SU's for a Holley/Offy setup. Pulling into his driveway at a rate of knots after the first blast around the block, the throttle cable snagged (due to crappy routing) and the car went through the garage door and then into the back wall of the garage...
Of course, had he been a Wedge owner, he wouldn't have left the braking to the last minute!!
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