<VV> Re: Turbocharging using EFI

[Dennis PLEAU]

Chuck usually has an ad in the Communique classified each month for turbo metering rods.  You can get his contact info there.
 
Dennis



> From: nicolcs at aol.com> To: tirediron at charter.net; virtualvairs at corvair.org; kenpepke at juno.com; TTuttlelandscape at aol.com; FrankCB at aol.com> Subject: RE: <VV> Re: Turbocharging using EFI> Date: Thu, 29 Nov 2007 18:26:14 -0800> CC: > > > <snip>> Can you explain or point me to a resource for information on EFI and> turbocharging as it applies to a Corvair Turbo. I have an opportunity to> buy a n'new in the box: Holley TBI system and wonder if it would have> application on one of my two Corvair Turbos ('63 Spyder, 66 Corsa Turbo).> Bill> <unsnip>> > Hi Bill,> I think the leading guy in Corvair turbo EFI is in Denver; his name is Chuck> Riblett, Blackhawk Engineering. He has the Turbo EFI setup (including> programming) and it's about half of what Clarks wants for their 140 setup. I> don't have his email, but you can get it from Steve Goodman,> (rearengine.steve at worldnet.att.net)> > Also, here's a link to a thread on the topic. (Using "Mega squirt ecm)> > http://www.vv.corvair.org/pipermail/virtualvairs/2007-October/067175.html> > A couple of points to ponder:> Most of the Holley TBI units that are for sale used or uninstalled are their> first gen units. These were basically 100% unsuccessful and AFIK, all have> been removed. This system is characterized by an ecu with three knobs for> low/middle/high or some such. The system was reliant on a throttle position> sensor that lacked stability and didn't have the required sensitivity. Every> change of weather or temperature required recalibration of the ecu. > > I have no information about second generation Holley "digital" TBI units> except to say that I've heard nothing bad about them. Having said that,> it's unlikely that they are compatible with turbocharging and it's also> unlikely that there are existing fuel maps for a small displacement engine,> turbocharged or not. 99% of the application is for 350 cubic inch V8> engines.> > As you evaluate EFI possibilities, note that some are not compatible with> the wide range of intake pressures present in a turbocharged engine. The> buzz words are applied to the MAP (Manifold Air Pressure) sensor. If it's> compatible with a 3-bar sensor - it's turbo compatible. 1-bar = the range of> atmospheric pressure from about 15psi to 0 (atmospheric pressure to a> complete vacuum) and these are the intake pressures present in a normally> aspirated (non-turbo) engine. A 3-bar sensor can measure from about 45 psi> to 0 and thus can accommodate up to about 30# of boost. > > Please note that programming the ECM is 90% of the job. To develop a good> program for an aftermarket unit such as "Mega-squirt" can easily take 200> hours. I'm right in the middle of helping a guy out of his Mega-Squirt> crisis - I will note that at the front end he blew me off when I mentioned> the 200hr number. Now he believes me. > > Are you familiar with "fuel maps" and very strong with computers and engine> theory? If so, you would be a good candidate for an EFI project and I'd be> happy to assist you in any way I can. > > Craig Nicol> '66 140 EFI (GM)> '65 140 EFI (Nissan/Bosch)
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