ok IVE got so much info that could easily take a book, but heres the cliff notes version, you face both clearance issues and finding an intake designed to match the rpm range and flow rates necessary to meet your goals
Ive tested a bunch of IMPROVE TPI REPLACEMENT style intakes on my cars, one of the best is the ported HOLLEY STEALTH RAM, but theres CLEARANCE ISSUES on some cars as its 10" tall and a corvette for examole has only 9" of hood clearance so a CUSTOM PLENUM or a HOOD SCOOP is MANDATORY TO RUN ONE on a corvette for example !
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http://www.eecis.udel.edu/~davis/z28/wi ... 21105.html
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TPI? good torque, good fuel control, slightly restricted air flow in the peak hp ranges
most of the factory intakes even the larger runner and base versions are a restriction to flow at between 4500rpm where the stock intakes basically quite and about 6000rpm where the best one
the FIRST FUEL INJECTION INTAKE
http://www.firstfuelinjection.com/products.htm
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http://www.speedwaymotors.com/RHS-1...MIxaWg5tXZ1gIVA6ppCh09DgVzEAYYAiABEgINIfD_BwE
http://www.westcoastoffshore.ca/Fue...ke-Manifold-w-Fuel-Rails-12903-KIT-P5412.aspx
it states it comes with the fuel rails , it fits standard 23 degree heads and fits vortec heads ,
and at $514 thats not a bad deal,for a high fow single plane SBC intake
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http://ncarboni.home.att.net/NCtpi.html
TPI is designed for max low and mid rpm torque, not peak hp
TBI?...cheap, easy to install wet flow , in theory it beats a carb but generally its not as good as either MPFI or TPI in either low or peak hp,
basically a computer controller carb replacement, and like a carb fuel is mixed with airflow in the tbi venturies , but in theory with more precise control
http://store.summitracing.com/egnsearch ... toview=sku
http://store.summitracing.com/partdetai ... toview=sku
MPFI?
http://store.summitracing.com/partdetai ... toview=sku
http://store.summitracing.com/partdetai ... toview=sku
the advantage of MPFI is that the throttle body controls mostly air flow and the intake runners flow only air, the injectors generally spray a fine mist of fuel dirrectly into the heads intake port so they control the fuel distribution to a far greater extent than the wet flow TBI systems
SFI?
http://static.summitracing.com/global/i ... _60505.pdf
three types of fuel control
early systems were constant flow,
http://www.kinsler.com/page--Constant-Flow--14.html
http://www.hilborninjection.com/category.asp?Id=187
http://www.kinsler.com/page--EFI--4.html
fuel flow was controled by a pump responding to engine rpm and a bye-pass jet and fogger nozzels in each intake runner, this could only be efficient over a fairly narrow rpm range but once tuned correctly it produces excellent power in the intended rpm band
BATCH FIRE MPFI, slightly lower cost than sequential fire,good mid and upper rpm power
then electronic controls were added with a o2 sensors and other sensors that traced air temp, coolant temp,air flow rates, vacume levels and oxygen content in the exhaust, but fired all 8 injectors , generally twice per crank rotation, the pulse duration controled by a cpu, reading the sensor input, this worked great on the mid and upper rpm ranges but left a good deal of wasted fuel at idle speeds
later systems fired 4 injectors in each bank alternately
sequential fire systems
http://www.hilborninjection.com/category.asp?Id=174
best responce, most efficient, decent hp, most expensive
as computers got faster sequential MPFI, ideally pulse durration and timing matched valve opening in the runners
