REFLECTOR:Re: Electronic Ignition-Reflector Digest, Vol 11,
Issue 70
Brian Michalk
michalk at awpi.com
Mon May 2 19:49:11 CDT 2005
> [mailto:reflector-bounces at tvbf.org] On Behalf Of Chuck Harbert
>
> performance. I thot about installing EFI's
> (injectors) and using a ECU (engine control unit) that would
> handle both fuel and igntion with a carb/servo and mag as
> backup, but that will need to be later. Race engines are
>
I looked into this as well. I called Ellison Throttle Body to ask about
this specific arrangement.
My fuel rail pressure is 50 PSI for the benefit of atomization. They can
make a throttle body that can take that kind of pressure, but a one-off
wasn't cheap. I'm also turbo-normalized, and for engineering reasons, would
need a blow through setup. That also increased the cost. The other thing I
didn't like was the plumbing. I don't recall specifics, but after learning
how much weight and complexity it was going to take, I opted for a battery
backed redundant system.
On the Franklin, I was able to remove the MA-5 carb, which isn't a
lightweight beast. I removed the Tee manifold, and the cast intake
manifolds. Replacing them with .035 321 stainless. The throttle body I
replaced it with weighs very little. I would guess about 1 lb.
I was able to lose weight on the induction, but I gained weight in the
turbo, intercoolers, and fiberglass.
What we need is for someone to invent a reliable throttle body injector
strictly for redundant uses. Make it light, and mountable in any
orientation. Do all of this at the expense of fuel atomization, or
efficiency. It's a crutch that makes power until you can land at an
airport. It doesn't even need to idle an engine, which is where a lot of
engineering work (and weight) goes in for a carb type system.
I would have bought one of these if someone was selling them.
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