The PHOTO of their (INGLESE) IR setup appears to use the exact same manifold I'm running -- the old WEBBER intake... no common plenum... Unless they're hiding something on the valley side.. :>)

The only reason I thought I'd try the EZ EFI is because they (Inglese) offer this with the Inglese 8 stack set up... so thought -- HEY! That would be mighty easy... IF -- BIG IF -- it works...

If it has a common plenum and individual throttle bodies then that is a good thing. That is usually the problem with these intakes not working very well with an EFI engine. I think it does. I looked at it last month but we were just in there quick.

Hiding it in the valley is exactly what they did I believe but check to make sure. Which would be good right?

Brian --

Sent you mail...

The problem with INGLESE and FAST websites is just POOR INFO.... and it makes it real hard to be a buyer -- when you're not sure what it is you're buying. So hopefully I can get some concrete answers and get this all put together. I don't mind being an "early adopter" -- but like the know what I need etc.

The problem arrises from showing one manifold style in one location on the website - but visiting the actual "store" shows a completely different style - and now I can't even find the EZ EFI/Intake package.... that was offered! LOL

I like the integrated plenum - that's a great idea - and even better if a guy can use the larger port shown for a PCV port! That is one of the biggest hassles running a "street car" with the 8 stack... is the lack of vacuum (except for the tiny signal in a very small plenum for the MAP). I'm all into buying that entire intake if that's the case - but danged if I can find anyone that will give me the CORRECT scoop!

Very interesting... fuel economy is a concearn... well, more like more MPG is better than less. I took a look at the FAST trigger when you mentioned before and assumed it had to be a hall effect. There are no Mopar applications listed and my damper is not flush across the face. It has a recess. That's actually why I did not use a standard trigger wheel from the start. I have couple of new aftermarket dampers on the shelf, I'll have to check those to see if they are flat.


Just noticed on the FAST site that the new wheels are .125", not 1/16".

Just went out and checked the shelf. I do have several SFI and non SFI flat faced dampers. The other issue I had with the standard flying magnet wheel is the thickness. I have a March single belt serpentine system and there's not much meat on the back of the crank pulley that could be machined off. 1/16" is much more feasable than 1/4". I may not even need to have it cut as I have it shimmed out about 1/8" right now for belt alignment. That may change with the new damper. I've got CAD files of the crank pulley bolt pattern so I could have a wheel cut if I could find a measurement of the tooth height and width.

OKAY --- SO.... bought their INTAKE manifold an hour ago -- The guy you told me to call - called me back -- good guy. There IS A HUGE PLENUM built into the floor of the intake manifold... with large holes (almost 1/2") open to each intake port - so it does have a "common" plenum. He's telling me - with the correct cam etc - that there's enough vacuum (if you make enough of course) to run power brakes and or a PCV valve... which is something I could NOT do with the intake I have now. Since it's IDA based -- I can just swap over my billet throttle bodies -- and should be good to go! We'll see once I have this handy little guy in my hot little hands. :woot:

The crank trigger can be magnetic or hall effect it just depends on how you wire it into the ECU.

The cam sync can also be either magnetic or hall effect same thing.

You are right the Fast wheel is 1/8" and a hall sensor. The MSD crank trigger is 3/8" and magnetic.

I thought it had a large plenum in the middle. I looked at it while we were there and talked to the guy who puts them together. It was a nice looking piece. Still not sure about the bank to bank though.

Why wouldn't you keep your Accel DFI and use this intake?

Brian --

I like the "self tuning" part of the EZ EFI.... and not having to run the Dual Sync distributor. I'm just being an early adopter -- if the EZ doesn't work out on the engine dyno - it won't go in... Also told the builder to do a belt drive cam so we can swap out a couple different versions on the dyno - just to play with this whole system. Once the cam choice is done - we'll button it back up properly. All in good fun.

The intake is pretty reasonable -- and IF -- big IF -- I can run a PCV with it - then it's good! I'd like to dump the whole catch can deal I made up... less plumbing in a street rod is a good thing.

First we'll mess with it on the dyno - then I'll report my findings and how everything worked out.

I am interested to see how well it works with IR intakes.

Really the self tuning is a good selling point but the XFI also has the same feature that works the same way it's called "closed loop" that is how the EZ EFI changes it's internal tables. The XFI has been doing that for years, we as the tuners just want to actually tune it right and make the changes. All of the Fast products have very good closed loop control, better than most of the others.

Have you seen the Joe Hunt distributor? They have a dual sync that looks like an old mag. It has a hall/hall sensor I believe.

A couple of customers I have went to these to keep the old style look.