Rajan Wilcox
Converting from a carburetor to an EFI system can improve reliability, performance, and efficiency. This conversion requires a significant increase in working fuel pressure, as well as the addition of a return line if the stock system is used as-is. The Aeromotive 13301 bypass regulator can be used to control line pressure and ensure the return line is large enough to handle the volume of fuel. The Edelbrock Universal Fuel Sump Kit is another option to increase fuel pressure without adding extra lines or modifying the stock fuel tank. The process also involves adjusting the distributor and setting up the electronics, which can be done by connecting the computer to a laptop to customize the settings.
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What You'll Learn
The benefits of converting from a carburetor to an EFI system
Converting from a carburetor to an EFI system offers several benefits. Firstly, it improves fuel efficiency, resulting in better fuel economy and reduced fuel consumption. This is especially advantageous for vehicles that sit for prolonged periods between uses, as it helps prevent issues with clogged fuel circuits due to evaporated fuel.
Secondly, EFI systems provide improved performance and increased engine reliability. They offer better cold-starting capability and enhanced throttle response, resulting in smoother driving experiences. Additionally, EFI systems are more adaptable to various fuel system designs, accommodating both return-style and returnless setups.
Thirdly, EFI systems are often self-tuning and do not require specialized tuning software, complex adjustments, or extensive mechanical knowledge. While some EFI systems may need tuning software, the process is generally simpler than carburetor tuning, reducing potential troubleshooting challenges.
Lastly, EFI systems are more environmentally friendly and compliant with emission requirements. They were introduced in the late 1980s to meet these standards, and their precise fuel control contributes to reduced emissions.
Converting to an EFI system also opens up the possibility of using modern fuel injection internals while maintaining a vintage exterior, which is ideal for classic car enthusiasts.
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Adjusting the distributor
To adjust the timing, loosen the screw a bit and turn the distributor by hand. Scrolling down advances the timing, and scrolling up delays it. The rule of thumb is to advance the timing as far as possible without producing the chirping noise.
One method for adjusting the distributor is to give it as much advance as you think is wise, then get it warmed up and see if the engine pings on a hard uphill romp. If it does, back the timing off a bit and repeat the test. Usually, you would leave it where you have to try hard to get pre-ignition, and then in normal driving, you won't push it to that point.
You can also adjust the distributor by ear. Slightly loosen the distributor and move it clockwise or counterclockwise to adjust the timing. Test drive the car and listen carefully for detonation or pinging when accelerating. If you get this, it is advanced too much.
If you are using an MSD distributor, you will need to use an external box to control the timing. Mallory also makes a distributor that is electronically controlled and has preset timing maps that you can select with DIP switches or a laptop program.
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Setting up the electronics
Good wiring is essential for a successful conversion. As Lunsford points out, "You're converting a car that's fifty or sixty years old, and there's no way they could have known what kinds of electronics we're using today."
The throttle body regulates the air going into the valves and should be bolted on and hooked up to the throttle linkage, which is connected to the accelerator pedal. An idle air controller is also needed with the EFI throttle body. This component opens or closes a small passage that pushes extra air past the throttle plates, depending on how much air is required in the manifold.
It is also important to adjust the distributor because the new EFI system will control the timing and advance of the ignition. This means locking out the distributor's vacuum and mechanical advance. Most distributors will work with a bank-to-bank EFI system, but if you're using sequential fuel injection, you may need a dual sync distributor.
Finally, ensure that your fuel lines support EFI fuel pressures to deliver fuel from the tank to the engine.
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Using a conversion kit
Before beginning the conversion, it is important to plan and consider the specific goals and preferences for your vehicle. For example, one of the first decisions you'll need to make is whether to install a return-style or returnless fuel system. A return-style design is the most common choice for EFI conversions as it maintains consistent fuel pressure and eliminates vapor lock issues. However, if you want to retain your stock in-cab fuel tank, you may want to consider a solution such as the Edelbrock Universal EFI Fuel Sump, which increases fuel pressure without requiring additional lines or modifications to the stock fuel tank.
Once you have selected the appropriate conversion kit, the next step is to install the carburetor. This involves removing the fuel injection components and mounting the carburetor to the manifold. You may also need to install injectors into the intake manifold, which may require welding. The throttle body, which regulates airflow into the valves, should also be bolted on and connected to the throttle linkage.
In addition to the mechanical components, you will need to install several sensors for the EFI system to monitor and adjust fuel injection. These sensors include an oxygen sensor, manifold air pressure sensor, air temperature sensor, coolant sensor, and throttle position sensor. Most of these sensors can be easily installed by screwing them into the engine.
Finally, you will need to adjust the distributor and set up the electronics for the EFI system. This includes locking out the vacuum and mechanical advance, as well as ensuring the electronics are properly connected to power the EFI system and control the fuel pump.
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$13.59
The cost of installing a replacement Fuel Injection Pressure Regulator
The average cost of replacing a fuel pressure regulator ranges from $80 to $500, but prices can go as high as $870. The regulator itself typically costs between $30 and $200, while labour charges range from $50 to $300 or more, depending on the complexity of the work and the mechanic's hourly rate.
Vacuum-operated regulators, commonly found in older vehicles, are generally less expensive to replace than electronic regulators in modern vehicles. Electronic regulators are more complex, relying on sensors and the engine control unit (ECU) to regulate fuel pressure, which drives up the cost.
In some cases, it may be possible to simply replace the diaphragm inside the regulator, which is a cheaper option, but this mostly applies to older cars. If your vehicle has a V-engine, you may have multiple fuel pressure regulators, which will increase the overall cost.
Additionally, if there is damage to other components, such as the fuel line, fuel rail, fuel injector, or fuel pump, the overall cost of repairs will be higher. It is also recommended to purchase new bolts and gaskets when installing a new regulator.
Given the potential complexity of diagnosing and repairing fuel system issues, it is generally advisable to seek professional assistance. An experienced DIY mechanic may be able to handle the replacement, but identifying the root cause of the problem can be challenging.
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Frequently asked questions
You can convert your car from a carburetor to an EFI system by following these steps:
- Adjust the distributor by locking out the timing, advance of the ignition, vacuum, and mechanical advance.
- Install an aftermarket system and connect it to a laptop to customize the settings.
- Install a fuel injection pressure regulator and ensure it is suitable for your car model.
- Modify the intake using weld-in bungs for injectors.
- Install the throttle body and hook it up to the throttle linkage.
Converting from a carburetor to an EFI system can result in increased reliability, performance, and efficiency. It is also critical for gas savings.
An EFI system requires a significant increase in working fuel pressure, typically between 35-90 psi.
Carburetor fuel pressure should be a maximum of 5 psi.
A high-pressure external fuel pump is recommended for an EFI system.
