Accel fuel injection kit
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Unfortunately, you cannot do this easily with a regular distributor and a carb. If you could set each cylinder separately, one would be at 28 degrees and seven would be at 30 degrees. Second, the ignition timing curve can be tailored precisely to each individual cylinder, so the engine can, and this is important, run more compression because it is the first cylinder to detonate that limits the use of a single, mean, best-torque timing.įor example, if one cylinder starts to detonate at 28 degrees but all the others make their best power at 30 degrees, the 28-degree cylinder is the one that sets the limit. Therefore, it’s practical to use a cam that is about 5 degrees longer before an acceptable amount of idle degradation is reached. First, EFI has the capability to produce the best smooth and steady idle. In practice, EFI has certain advantages over car-buretors. Considering all this evidence, why would anyone pay three to four times as much to get slightly less output? Well, you typically wouldn’t, but EFI system advantages are not readily apparent in a simple dyno comparison test. In addition, we can draw on more than 60 years of development with Holley carbs and single-plane intakes. After ace calibration specialist Scott Clark finished, this unit made a solid 880 hp with a 700-rpm idle. It was equipped with an Electromotive EFI system that sported a four-coil wasted-spark-style ignition system. This aluminum-blocked 565 was built by Mark Dalquist of Throttle’s Performance with Brodix block, heads, and intake for a road-race Corvette displayed at the 2014 SEMA show. The question here is: What would it have done if spec’d for EFI?įig. Built by Throttle’s Performance, this 496 cranked out a civilized 700-plus hp. This unit used a Dart block, with heads and intake by Brodix. Carburetors can deliver very good results, as did this BLP 4150–style carb on the street 565 engine shown here. Couple that with a good race intake such as this Brodix version to realize a formula for high output.įig. With no boosters to inhibit airflow, this 4500 Dominator–style throttle body has the ability to flow about 2,000 cfm. But there are also other contributory factors, such as atomization, distribution within each individual runner, etc.įig. The primary reason for this appears to be that the carb introduces the fuel to the air at a more optimal point than does the usual EFI–port-injected setup. In every case, the car-bureted engine wins out in terms of WOT output.
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In some of my writings I have made a direct dyno comparison between a 4-barrel carbureted engine and a similar-style EFI–equipped engine with a 4-barrel throttle body. With EFI you program not only the air/fuel ratios the engine wants, but also the ignition timing it desires for optimal output.Īn EFI system can be programmed with exceptional accuracy, and this uncovers less-than-obvious moves toward greater output. You use your calibration skills to persuade the carb to produce the air/fuel ratios the engine wants. In simple terms, there is fundamental calibration difference between carbs and EFI. You can copy and paste this link to share:
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