DIY_EFI Digest V3 #170

[Jim Velasquez]

Lurker alert!  Long post alert!

OK, so I'm finally going to get out of lurk mode, and participate in the
list...
First, a quick introduction...

I'm a "senior C/S Support Analyst" which basically means that I have
operational and support responsibility for all Servers, Midrange
Connectivity, LANs, WANs, Desktop and Laptops (and, for supervising the
other support staff) for the Customer Service division of a leading
manufacturer of Point Of Sale terminals [see signature at end]

When I'm not doing the above, I've got a pair of project cars I'm
[slowly] working on:
+  A 1972 Pontiac Firebird Formula 
+  A 1976 BMW 530i

I've been planning to take the firebird to either an port-injected
DIY-type EFI  on a Pontiac 400/455; or, I've been debating doing 'the
deed' and going for a late-model corporate motor and trans, complete
with ECU.

The beamer is being disassembled, updated to a newer drivetrain (have 80
533i, debating other options) and rebuilt and de-rusted.  

Both vehicles will receive updated electronics throughout, not just
updated engine management electronics.

Must be from spending too much time looking at the beamer , because I've
also been having visions (delusions?) lately of fabricating an
independent rear suspension for the 'bird.  Also had visions of
fabricating a subframe and internal cage and lopping off the top.
(Anyone ever see the scene in "wayne's world" when they're entering the
bar; there is a topless 2nd generation firebird in the background that I
**REALLY** like the looks of).  OK, so maybe that'd be a project for a
2nd car when I get bored with the 1st one...

Both projects are mainly stress-relievers, so I'm taking my sweet time
about both.  I'm more into the electronics and computer side of things,
though I'm not leery of sweating and turning wrenches.  I call in
friends for using 'blue wrenches' or anytime a large electric arc or
paint gun is needed.  I've got a large collection of cone shaped hats,
which are reversible and double as wizards' caps for the day job...
<grin> No sense letting my users at work think I'm merely mortal!

The message that got me off my butt and reply to was [quoted below]:

<derekt at usit.net> wrote:

>Date: Tue, 21 Apr 1998 14:52:49 -0400
>Subject: Modified Fuel Injection

>I run a 455 cu in Pontiac motor in a 1976 Trans Am.
>As I am not aware of any fuel injection made for this engine, I am
>considering modifying an existing fuel injection setup from another
>engine to suit.

I have not actually purchased from them, but the following site looks
promising:
http://www.rancefi.com/

Before I found the site mentioned above, I had been thinking of going
for a manifold setup which in my minds' eye would look very much like
the one they sell, and then fabricating the parts needed to use a late
model big block GM ECU with it.

For me, I'd get more enjoyment out of learning by doing this than I
would from bolting on an off-the-shelf conversion.  (not to mention that
for $3500+, I think I can build up a motor **AND** do the DIY_EFI!)

As I mentioned above, I've been seriously tempted to just swap in a
late-model drivetrain; still debating this.  I saw a stunning '70 1/2
Trans-AM with a really clean late-model 454 and corvette 6-speed at a
car show here in Colorado last year, which really got me thinking more
about doing the late-model drivetrain swap.  In my case, the 'bird has
an auto trans, so I'd probably opt for a beefed-up 700R4 or whatever the
new 'electronic' replacement for the 700R4 trans is called.

I would ***LOVE*** to hear from anyone else that had done DIY EFI on a
big-block poncho motor.  Also interested in finding knowledgeable
'interchange specialists' who might be helpful in junkyard parts
scrounging.  (Did you know, for example, that there is a GM 4-speed
automatic trans that has an old-style Buick-Olds-Pontiac bellhousing
bolt pattern?  Saw one in Greely, CO!)

>I believe that mass air flow systems are more flexible in terms of
>accomodating variations in operating parameters and with this in mind I
>wonder if using say a mass air flow GM or Ford setup might work with
the
>following modifications
>1.	larger airflow sensor and throttle body unit.
>2.	larger injectors.

I keep thinking about trying to adapt a TPI from a 454, but every time I
think about it I realize that it would be far easier to swap in motor
and trans mounts from a 2nd generation big-block Camaro and just put in
the 454 and Chevy trans!

On a completely different subject:

Anyone out there familiar with BMW 6 cylinder motors, and
interchangeability of their EFI systems? I've got an '80 3.3L motor
complete with the harness and ECU, which on first inspection seems to be
no problem to fit to my '76.

Also, a question for the group regarding passing an emissions test...

I had to redo my emissions test for my daily driver pickup a few weeks
ago, and when I went to the local EnviroTest (Colorado's politically
appointed Emissions tester for 82-up vehicles) office, there happened to
be a state waiver inspector there that day.  I asked him about what
would happen when I tried to pass either of my project cars.  [the
pickup sailed through and passed, BTW] There were two possibilities:

+  I may show up, and when the incompetent jokers who work at the test
station look at the car, they don't realize the motor is swapped, and
just check off what emissions components are there.  In this scenario,
they'd run it through the test and I'd be virtually guaranteed to pass,
assuming I'd properly tuned the EFI.  (In Colorado, there is an option
to visit mom-and-pops type testing stations for pre-82 vehicles, but
they are supposed to be better trained and better able to catch things
like the swapped motor)

+  By law, in Colorado when a newer motor is installed into a vehicle it
must then pass the emissions requirements for the model year of **that**
motor.  It must also pass a technical inspection from one of the state's
technical inspectors.  These guys are **supposed** to verify that all of
the required emissions hardware is present (for example, a late model
motor would require catalytic converters, O2 sensors, air pumps, etc. if
they were on the donor vehicle.)

I confronted the inspector about a bad experience I had with the BMW:
It had failed at a mom-and-pops test facility as well as at the
EnviroTest facility because it has no smog pump.  (It never had one
previously, and the previous owner had passed the vehicle for the past
15 years up in Vail, Colorado).  I failed because the smog pump is not
there even though **EVERY** measured parameter was well below the state
limits!  I suggested to the inspector that since I would be adding an
auxiliary or high-output alternator to the BMW that I could fabricate a
housing that looked like a smog pump with suitable looking air tubes and
would pass with no problem (particularly with a later model motor). He
said "you may well get away with it, so I'd try that first.  If not,
then pull off the fake pump and see me.  Have your shit together."

Anyone have any experience with dealing with this type of problem?  Any
suggestions?

A final note:I use MS Outlook98  for my mail reader, someone please
flame me if I've got it set wrong and you get rich text format, mime or
other MS crap formatting...

Thanks to everyone with putting up with a lengthy first post!

=================================================================
Jim Velasquez                  | email: jim_velasquez at partech.com
Senior C/S Support Analyst -   | phone:    (303)444-0120 ext.5683
ParTech Inc.       NYSE: (PTC) | cellular: (303)641-4546
5757 Central Ave.              | URL:     http://www.partech.com/
Boulder CO 80301               | 24x7 Pager:303 444 0120 ext.5684
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