Brian = I never met up with you at SEMA.... that dang show is so "distracting" isn't it? :lol: The texts start flying with "where are you - and meet me heres" that I don't ever seem to get done what I want to!

I'm planning a lunch for the crew at Divers after Thanksgiving.... Are you going to do any tuning on that turbo diesel Cadillac? Last time I was there it was all painted and Nick was wiring it up... the chassis was in paint and looked like it was time to sit the body back on it.

I will be tuning the Caddy and the 53 Chevy Accel DFI too, when they are reddy. That is usually when it is 100% done.

Inglese/FAST EFI
 

This SBC is getting installed my my 65 Corvette Coupe. It is mated to a Tremec 6sp with a final drive of .50.
Take Care - Jerry Clements
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Click on the pics and they will enlarge. Im not sure what Im doing wrong to cause this problem.

Jerry, please keep us posted on this! I am very interested in the Inglese setup for my project.

Does anyone have pics of how they ran the gas lines and wiring harness?

What are you going to control it with?

For an IR even the XFI 2.0 doesn't have some of the calibrations available that will make tuning easier. You might want to look into other systems as well.

And I've been following this post. Jody and others- I think one of the things that gets lost here is that although your applications run good with or without referenced fuel pressure or whatever, maybe they can run better with it. I think that's part of what Brian was driving at

Jmo.

I agree Mark. I just had an issue with his "must have" wording that he would not back down from. We weren't arguing over which way was best. I've just seen it done too many times and if it isn't perfect you sure cannot tell in the driveability of the car.

I will be running the vacuum line from now on. The only reason I didn't was I was told by another well-known efi guy that I could not run the line if the regulator wasn't up close to the rails; the length would cause all kinds of issues. I've since figured out that isn't necessarily true either.

I was thinking the FAST EZ EFI controller. What other systems are available? I live in Australia so we don't see much down here.

The EZ will work, just ask Greg Weld.
But it runs richer in areas than is optimum. To mask drivability/tuning issues the IR's normally like it when you throw more fuel at them.

But with that said, neither the EZ or even the XFI are able to tailor the fuel curve between each stack as related to load and rpm, it's all or nothing.
With the Accel you can trim each cylinder by load and rpm. Think about it, if you have a butterfly imbalance, where will it show up more, at small or large throttle openings?. The answer is small, but if you can only change the balance with one setting you're losing tuneability and throttle response potential throughout the rpm range. I gaurantee you the difference in fueling requirements from idle to wot changes, you can't address that with the EZ or XFI. That's why you need to run them richer than if you had that tuning parameter.

good info Mark. My IR setup was perfectly happy being lean at cruise but really liked a richer idle a/f, no matter how I adjusted the blades. Had a big solid roller too which affected that.

How does an average guy monitor each cylinder individually to take advantage of this feature? I can see that on an engine dyno with headers that have pyro's or a/f bungs at each pipe. I'm thinking most of the guys never get their engines on an engine dyno and do their tuning on a chassis dyno or on the street and wouldn't have that type of exhaust to be able to individually monitor a cylinder. Would an infrared temp gun on the tubes give enough info? I do remember that feature and played with it a little, but I didn't have a real good way to monitor things other than a temp gun. This was a blown small block, not an IR setup but we were chasing a problem.