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Old 04-30-2016, 10:32 AM   #155
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Thought I would post a picture of the surge tank that I will be using for my TBI installation. It's a 1/2 gallon tank with AN fittings on it.

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The bottom fitting goes to the high pressure pump, the right most fitting is the feed from the low pressure pump, the top fitting is the surge tank return to the main tank and the top left fitting is the return from the Throttle Body.

I'm going to use external pumps as I have no desire to install an in-tank pump. I realize that might be the best approach but lots of research seems to indicate that surge tanks are a very viable alternative to in-tank pumps.
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Old 04-30-2016, 11:53 AM   #156
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Quote:
Originally Posted by bkahler View Post
Thought I would post a picture of the surge tank that I will be using for my TBI installation. It's a 1/2 gallon tank with AN fittings on it.

Attachment 261567

The bottom fitting goes to the high pressure pump, the right most fitting is the feed from the low pressure pump, the top fitting is the surge tank return to the main tank and the top left fitting is the return from the Throttle Body.

I'm going to use external pumps as I have no desire to install an in-tank pump. I realize that might be the best approach but lots of research seems to indicate that surge tanks are a very viable alternative to in-tank pumps.
so, do you have 3/8" all the way from the main tank via surge tank on to the throttle body and 1/4" for the return lines? I think that is the recommended size? The previous owner of my 310 replaced all the hard lines with 3/8 as well for that reason.
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Old 04-30-2016, 12:41 PM   #157
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Quote:
Originally Posted by PeterH-Airstreamer View Post
so, do you have 3/8" all the way from the main tank via surge tank on to the throttle body and 1/4" for the return lines? I think that is the recommended size? The previous owner of my 310 replaced all the hard lines with 3/8 as well for that reason.
3/8" suction from main tank to LP pump and 3/8" from the LP pump to the surge tank, 5/16" from the surge tank to the HP pump, 3/8" from the HP pump to the Throttle Body, 5/16" from the Throttle Body return to the surge tank and 5/16" from the surge tank to the main tank.

This combination has been used successfully in similar applications. The LP pump flows over 55 GPH which is more than sufficient for the 454. None of the lines are very long with the longest probably being around 5' or 6' from the HP pump to the Throttle Body Body and its matching return line to the surge tank.

All of these components will be mounted on the frame rail by the main tank.
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Old 05-01-2016, 02:51 PM   #158
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good TBI info here.

http://www.thirdgen.org/forums/tbi/2...check-out.html
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Old 05-02-2016, 06:03 AM   #159
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I've found the people on Gearhead-efi are very helpful. Lots of good information.
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Old 06-05-2016, 10:48 AM   #160
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I reached a very minor mile stone today. I set up a TBI test bed on my dining room table to verify all of the TBI components were working and to verify the data logging capability.
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I was able to collect data from the sensors, the injectors fired and I had spark at the spark plugs

Next step is to install the throttle body using the adapter plate that I made and move all of the components to the engine itself. I'll then do another test run of the engine logging the data at the same time. Once done I'll send the data to the guy doing the tuning. While he's tweaking the parameters I'll start installing the engine in the chassis!

Brad
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Old 06-18-2016, 10:18 AM   #161
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It's hard to believe I started this thread back in January of 08 and it wasn't until yesterday that I finally got the engine running with the TBI system installed! Back then I had no idea what was involved in doing the conversion and needless to say I've learned a lot along the way

Based on the initial startup results I would have to say the change is going to be well worth it. Originally I was going to buy a kit from Affordable Fuel Injection but after reading reviews I opted to just source all the parts myself and hire someone that tunes GM TBI systems to handle the tuning aspect. At this point I think it was a good decision to go that route.

Going this route I spent roughly $1600 on everything needed to do the conversion and that includes the tuning assistance. I spent another $400 on various spare parts and tuning software, etc. Some of the things I bought I really didn't need to buy such as the tuning software but I like having the tools and supplies needed for just in case scenarios.

Here's some video of the TBI running for the first time on the test stand.



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Old 06-20-2016, 05:25 AM   #162
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The sweet sound of success! Amazing work Brad. That's quite a test bench you've got there. Sounds amazing and you pegged that AF ratio.
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Old 06-20-2016, 09:00 AM   #163
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It's been a fun learning process switching it over to TBI. The test stand has just sort of evolved. I built it originally for when I was building race engines for a Triumph Spitfire. It just seemed sort of natural to use it for the 454 and once the 454 is done I'll be re configuring it for my TR6 engine.

The guy doing the tuning gets the credit for the AF ratio! I should be getting another updated chip from him early this week. Needless to say I'm looking forward to the point where I can actually install the engine in the chassis
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