The Triumph Dolomite Club - Discussion Forum

Has anybody used one of these kits ...

https://www.classicfuelinjection.co.uk/ ... jusgt5fvn2

EFI fitted to HS6s

I doubt it, £1550 is allot of money to spend on a Dolly. You could easily get a session on a rolling road and get a pro to setup you car for allot less than that, then put aside the money you saved to pay for the extra fuel a carb setup would use.

If you really want to do, I would be interested in the results but that is an awful lot of money to spend.

This may sound like me being a Luddite, but why do you want injection? My 1850 starts instantly hot or cold, runs well, and does good mpg. I cant see how it can be much improved by adding injection... also are you going to be able to buy parts for the setup in 10 years time?

Modern fuel injection is far superior to carburetors. Modern cars have an injector for each cylinder, giving the right mixture for each cylinder. All those sensors that annoyingly go wrong on modern cars mean the car is always run at the optimal state of tune. When you setup your carbs, you are only really setting them up for that particular day and those conditions.

So if it was cheap enough, I might tempted but 1500 for a system with unknown performance? I would get the carbs professional rebuilt and the engine professionally setup. Would cost far less.

Long term, EFi is the way to go, it makes for a more fuel efficient engine and one which is ultimately kinder to the environment in terms of emissions than any carb fitted car can be. It's also much more reliable and doesn't need constant attention to keep in tune. If you actually intend to put any serious mileage on your car, these things need to be TIC!

My 2 litre Vauxhall powered EFi Toledo, driven hard AVERAGES 36mpg and the emissions recorded at the MOT a couple of weeks ago show an idle CO value of 1.548 (limit 3.500) and HC of 188ppm (limit 1200ppm) I have the emissions tested on the age of the ENGINE (1989) in order to get figures for my own benefit as the car would be normally tested as it's own age (1973) which is a visible smoke check only. No carbed Sprint driven in the same manner could achieve these figures!

For me, this was the cheapest way of getting EFi, the whole converted car (including purchase price, but not labour of which there was quite a lot) was on the road and MOTd for a tad over £600!

Steve

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'73 2 door Toledo with Vauxhall Carlton 2.0 8v engine (The Carledo)
'78 Sprint Auto with Vauxhall Omega 2.2 16v engine (The Dolomega)
'72 Triumph 1500FWD in Slate Grey, Now with RWD and Carledo powertrain!

Maverick Triumph, Servicing, Repairs, Electrical, Recomissioning, MOT prep, Trackerjack brake fitting service.
Apprentice served Triumph Specialist for 50 years. PM for more info or quotes.

My 1850HL running SUs with AAA (slightly richer) needles can't match your injection for the CO content Steve, only managing 3.39% (max allowed 4.5), but beats yours for HC. Mine measured only 159 ppm (max allowed 1200), much to the tester's amazement. I'm really pleased with the AAA needles. They give the car much better throttle response without affecting the mpg. I believe it was Jon Tilson who said that 1850s usually needed richer needles than the factory fitted.

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Mike
(1969 MGB GTV8, 1977 Dolomite 1850HL, 1971 MGB roadster now all three on the road)

EFI is the way, except everyone I know (Ok, so that's just 3 that are into racing/fast road scene tbf) wants or has fitted bike carbs. That leads to the thought of has anyone fitted some bike carbs to a slant?!

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Current fleet: '75 Sprint, '73 1850, Daihatsu Fourtrak, Honda CG125, Yamaha Fazer 600, Shetland 570 (yes it's a boat!)

Past fleet: Triumph 2000, Lancia Beta Coupe, BL Mini Clubman, Austin Metro, Vauxhall Cavalier MK1 & MK2, Renault 18 D, Rover 216 GSI, Honda Accord (most expensive car purchase, hated, made out of magnetic metal as only car I've ever been crashed into...4 times), BMW 318, Golf GTi MK3 16v x 3

Yes, Jon Jackson did, and I think a few copied him afterwards...

Conversion kits of this ilk have been around a long time (decades), mainly in the USA.
They allow for some lowering of emissions (to pass tests in California for instance) but that's about it.
Having to use the original inlet manifold prevents any real gains in economy or performance.
However they are using proven reliable components suitable for petrol with ethanol added.


Ian.

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There is also available a kit from Jenvey which features throttle bodies that mock twin Weber carbs and fits a Weber manifold. This at least has one choke and one injector per cylinder so there WILL be performance and economy benefits. The downside is that this too is quite shockingly expensive and you have the extra cost of a Weber manifold to swallow as well. The good bit is that you could probably drive out in an injected car with not much more than a weekend's work.

So basically, you have 3 choices if you want EFi, 1) spend a lot of time and effort building a manifold plenum etc and finding proprietary throttle bodies and a (no longer cheap) proprietary DIY kit like Megasquirt/Emerald etc. 2) get the expensive kit from Jenvey or the Classic SU kit, less effort but a lot more money, or 3) Fit an already injected engine, which is my choice!

To Rafe, I would say bike carbs are ok in an out and out track car, but they are in no sense an economy option, still need much tinkering and (personal opinion only) a lot of people fit them as an easy escape from the daunting task of wiring and plumbing an EFi system!

Steve

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'73 2 door Toledo with Vauxhall Carlton 2.0 8v engine (The Carledo)
'78 Sprint Auto with Vauxhall Omega 2.2 16v engine (The Dolomega)
'72 Triumph 1500FWD in Slate Grey, Now with RWD and Carledo powertrain!

Maverick Triumph, Servicing, Repairs, Electrical, Recomissioning, MOT prep, Trackerjack brake fitting service.
Apprentice served Triumph Specialist for 50 years. PM for more info or quotes.

We all know the correct place for an injector. All these remote injector kits are a compromise. The gain is that instead of changing jets on a dyno you can change a parameter now and you can get away with the choke cable when there is an idle control involved.

It's still mixing and condensing with an air fuel mixture through a manifold.

Jeroen

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Classic Kabelboom Company. For all your wiring needs. http://www.classickabelboomcompany.com