Retrofit 523 CID/F.A.S.T. EZ EFI Gen.1/Upgrade TouchScreen Controller

[voodovette]

Greetings to all...

Last summer, I decided to swap orig. Comp Cams 288 Extreme Energy for a Comp Cams 11-445-8 Marine 270 @ 112 lobe sep., PLUS, swap out 3310-1 for EZ EFI, Gen.1., the whole object being to bring this engine’s component system closer to the actual Flip-Flop in pattern use that has evolved to a cross-country road vehicle with the odd Club Track day thrown in, rather than the orig. plan for a predominantly track oriented car that could be driven to the track. Goals: Improved fuel economy, better drivability, cooler running, reduced emissions, without giving up all the torque fun of of a C-4, 523 CID/ZF-6.

The orig. intake still on is an Edelbrock Air Gap RPM, Oval Port and they are 6145 Edelbrock Marine heads.

A year down the road shows this swap is less than ideal because apparently, according to FAST Forums, Throttle bodied EFI’s do not “Like” dual plane intakes. My engine exhibits the typical 4 fat, 4 lean plug
pattern that is common for a dual plane.

Apparently, recommended RPM ranges for single plane’s are irrelevant for the EZ EFI, all the posts on FAST’s support forums indicate a Victor Jr. or similar will enhance EZ EFI from idle up.

Was thinking Torker.2, but Fuel Reversion may be an issue with low rise.

Any insights?

 

[Grumpy]

you do understand that any machine shop can mill out the plenum divider wall in that dual plane intake,
effectively greatly reducing that tendency toward un-equal fuel distribution

ABOVE PLENUM DIVIDER MILLED

ABOVE PLENUM DIVIDER 1/2 MILLED

ABOVE PLENUM DIVIDER UN-MILLED

 

[voodovette]

Yes, I am aware that can be done, however, the way I understand the advantage of a single
plane in this application is that both the symmetrical chamber and floor level of the plenum
of the single plane is better suited to the even air flow pulsation through and under the throttle
body and there is a more even fuel/air distribution between all 8 cylinders as a consequence of
a better balanced draw and a more direct “Line of sight” run to cyl. head intake ports.

The difference in airflow pathway between Dual and Single plane is obvious and considering
Single Plane swap-meet examples can be had for $100 or less, if the manifold has to come off
either way, it seems to make sense to try this option before I cut up the Air Gap.

One thing I was looking for was if anyone here has first hand component experience in this retrofit process.



Units pictured above, clockwise from upper left: Weiand, Victor, Torker.2, Professional Products, Victor Jr.

..........................................................................................

 

[Grumpy]

yes your correct in most cases the single plane intakes on the oval port big blocks seem to work better.
I would avoid the TORKER2 as Ive used that ONLY when hood clearance issues force its use, its just not a good design in my experience, as it seldom produces, much more power than a well ported stock dual plane design, let alone a air gap or similar better intake .

I don,t generally use the DOMINATOR style single carb intakes, nothing really wrong with them, Ive just preferred to go dual quad (usually tunnel ram) if I need more than a single 850 holley can supply
I have not used that first weiand you pictured but it looks well designed, the professional products chinese knock-off have a well deserved reputation in some models for having very un-even port flow, Id personally look at edelbrock or weiand intakes, Id also point out that a few hours time with a high speed die grinder and a vacuum can produce a noticeable flow improvement on an intake

http://garage.grumpysperformance.com/index.php?threads/porting-can-help.462/

http://garage.grumpysperformance.com/index.php?threads/carb-plenum-intake-design.4362/#post-11826

http://garage.grumpysperformance.co...ed-intake-modification.1038/page-2#post-49827



http://garage.grumpysperformance.com/index.php?threads/port-speeds-and-area.333/#post-37705