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Webers to EFI

tr5 engine

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#1 peter.goreham

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Posted 10 July 2018 - 02:06 PM

Hi,

I’m seriously thinking of converting my TR5 from Weber 40DCOEs to EFI.

I know that some of you out there have changed to EFI and have been pleased with the results so I’m hoping to benefit from your experience.

I know little about EFI, is there any ‘must-read’ information out there that would get me started.

The only thing that I have thought is that I would like to use a spare set of CP throttle bodies that I have as I like their compactness (100mm shorter than the Weber/manifold). I hope these would allow an effective cold-air box system. This is something that has been a problem with the Webers with the restricted space available.

No real thoughts about the rest of the system. Hoping for suggestions.

As always, look forward to any input.

Peter


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#2 TRTOM2498PI

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Posted 10 July 2018 - 03:50 PM

Hi Peter,

 

I have recently had my modified 6 converted from Lucas PI to EFI, using the Emerald EFI set-up (K6 ECU, and Jenvey throttle bodies).  You will get away using your existing weber inlet manifold, so that should save you circa £500.00.

 

Emerald can supply a full kit if you like, and you can get away using your original PI fuel tank.

 

http://www.emeraldm3d.com/about-us 

 

They do not provide a cold airbox, but can suggest the work of Ben Ferguson of Revival Motorsport Fabrications for a bespoke airbox. He does some fantastic fabrication on TR's, motorsport and road going.

 

http://www.revivalfabrications.com/ 

 

There are a few other options you can go for like:

 

3 way map switch.

Lambda Probe.

Adjustable length (trumpets).

 

 

 

Cheers.


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#3 marki

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Posted 10 July 2018 - 04:58 PM

Hi Peter.
+1 for Emerald, I have the same system as Tom ridiculously good love it.
Mark.
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#4 TriumphV8

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Posted 10 July 2018 - 05:37 PM

First thing is to decide if Weber throttle bodies

or using the CP manifolds ist best idea.

 

As you can get really good results with EFI the

CP manifolds should be in best shape without play in spindles

and all connections.

This will allowe to set the Air/fuel ratio precise to limits to get best

performance and best fuel economy.

 

To be honest, PI manifolds look original and belong to that car

but WEBERS are easier to handle. Be aware that you will need

the TPS sensor to be added to the PIs where the WEBERS already have that.


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Cheers

Andreas


#5 peter.goreham

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Posted 11 July 2018 - 01:28 PM

Hi,

 

Thanks for your suggestions.

Using the (refurbished) PI throttle bodies would I think be the preferred option, if there are no serious downsides, as they would give me significantly more space for ducting cold air.

I've contacted Emerald to see what they can come up with.

Conveniently, they are only about 20 miles from where I live.

 

Cheers

Peter


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#6 TRTOM2498PI

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Posted 12 July 2018 - 11:25 AM

Hi Peter,

 

Good luck.

 

Keep us posted with how you get on.

 

 

Kind Regards.


Edited by TRTOM2498PI, 12 July 2018 - 11:30 AM.

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#7 JochemsTR

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Posted 13 July 2018 - 01:26 PM

Hi Peter,

I am also looking at this conversion. Look into the Jenvey Heritage version. Nice.

However, more of an issue seems the ECU.

Megasquirt 2

Megasquirt 3

Microsquirt

Let me know about your choice and where you buy it.

Jochem


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#8 pfenlon

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Posted 13 July 2018 - 07:05 PM

As a general outlook on EFI, I had a TR6 with EFI made from I think Vauxhall system by Mike Pumford on the Wirral.

 

It worked very well but I thought it no more powerful that a PI system, but I have never had a car with Webbers.


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#9 RogerH

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Posted 13 July 2018 - 07:16 PM

Hi Pete,

           although I do not have EFI and only have a 4A I would suggest the benefit of EFI on a TR6 is that it doesn't run over rich all the time and would

work well at altitude (Mountain passes) similar to carbs.  

 

More drivable .

 

Roger


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#10 Tom Fremont

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Posted 13 July 2018 - 07:44 PM

Hi Pete,

           although I do not have EFI and only have a 4A I would suggest the benefit of EFI on a TR6 is that it doesn't run over rich all the time and would

work well at altitude (Mountain passes) similar to carbs.  

 

More drivable .

 

Roger

Already has those attributes with the Webers - if they're properly calibrated. I do wonder what gains are anticipated by such a conversion.

 

As for the clearance with the wheelarch, this is something of a challenge. I had my first CANNON Weber manifold grooved for 1/8"  O-rings on the carb side which gave the soft mount feature with a bare minimum of length increase over a paper gasket. Short air horns and 2-1/2" deep K&N filters just made it without touching the crease in the arch. Using MISAB plates the front filter housing does touch and needs a rubber mat to protect it.

 

Here's how I finagled the concourse arch:

Attached File  IMA 68 TR ALBUM COMPLETE 017.jpg   193.71KB   0 downloads

 

Tom


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#11 TriumphV8

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    Triumph TR6 blue 5.0 EFI with Rover engine and Megasquirt

Posted 13 July 2018 - 08:44 PM

If I had WEBER DCOE or Lucas PI on a TR6 I would think twice

before swapping to another system.

 

Even if both systems do not run well it might be easier and cheaper

to tune the systems well and maybe refurbish. If they are set properly

and maybe polished like above I would keep what I have.

 

The difference between PI, DCOE and EFI set for maximum performance

will be quite small, not worth the effort to swap.

 

The only thing where I fully disagree is often said the twin carbs are

on the same performance level.as the other three. That is not true.

I expect about 15HP missing.

 

A nice add-on of EFI is the ignition setting for free and compared to PI

we have accel fuel to avoid lean spots when accelerating. Also with that

we can set fuel table leaner without the risk of hickups. Also the problem that

PI either must be set for performance to get correct mixture at full load/High revs

or fuel economy with best torque at 2000rpm but less power at max revs is gone

with EFI.

EFI can compensate different altitudes, different air pressure due to weather conditions,

different air temperatures and different fuel temperatures.

 

For me it was a simple reason to go away from WEBER. They became horrible expensive

and the jets for setting are also very expensive and ignition timing and switching the coil

with a modern system made large steps forward that I wanted that anyway.


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Cheers

Andreas






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