Thanks for setting me straight, Mark. I did a lot of
research on this about 2 years ago and some of it may
be a off (i've forgotten or mixed up the info). I
recall the earlier, to which I where reffering to in
my previous post, as having limitations or something
like that as stock injection setup's.
Anyways...thanks for letting us know.
--- mark@noakes.com wrote:
> On Wed, 24 April 2002, Jon wrote
>
>
> > Both TPI and TBI cannot handle a lot of horse
> power
> > and torque. If your 350 is over 350 horsepower, I
> > suggest not going with either one if you get them
> off
> > a production vehicle (i.e. late 80's Camaro). I'm
> > looking at running 450 + HP and around 600 pounds
> of
> > torque. Thats why I'm going to MPFI, which can
> handle
> > up to 500 HP for small blocks.
> >
>
> Not true; I've personally driven a Lingerfelter
> tuned Corvette TPI that was dyno'd and
> documented at 455 hp...lots of engine mods, but it
> was a TPI car. The vette magazines
> in the early 90's were full of TPI cars in the
> 400-600+ hp range. However it is true
> that the orginal TPI setup was initially designed
> for 305 instead of 350 and when they
> went to the 350, it ended up with alot of low end
> torque and not much high end power due
> to the original flow characteristics. There's lots
> of ways and lots of aftermarket
> parts to deal with this though.
>
> > Sorry to say but it probably wont be that cheap.
> If
> > you get an existing setup off another vehicle
> you'll
> > still probably have to reprogram the computer for
> your
> > engine setup. Running an already carb
> engine...I'd
> > say stay with the carb until you decide to rebuild
> it.
> > They maybe jump to the injection setup so that
> > everything works right together. It will probably
> > save you a lot of time and agravation.
> >
>
> Agreed almost no EFI conversion is cheap.
>
> One of the reasons I like the mass air flow
> sensor-based TPI setup, even though it is
> one step down from true EFI, is that it is more
> adaptable to engine variations like cam,
> distributor changes, intake, exhaust, etc changes
> because it bases its lookup table on
> measured mass of air into the intake. This means
> that you could get away without a new
> EPROM but not necessarily that it wouldn't run even
> better with a custom EPROM. Chevy
> went away from the mass air flow approach for cost
> sake with the LT1 but later went back
> to it.
>
> Mark Noakes
> oletrucks is devoted to Chevy and GM trucks built
> between 1941 and 1959
=====
Jon
1953 3100 Deluxe Cab (Project)
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