We do not have a fuel injection conversion kit for any of our engines. Components that would need to be changed include the ECM (computer), wiring harness, intake manifold, fuel delivery system (rail, lines, pump), ignition system, etc.

If you get more air and fuel into the engine, the engine will make more power. To supply the "more fuel" I put in a set of 86-87 Integra injectors that I had cleaned and balanced. To get the "more air" I built a better breathing throttle body out of a stock, twin choke throttle body. I opened the throat of the primary choke from 20mm to 26mm and I also smoothed the path to both chokes.

Fuel injection requires a pressurized fuel system that the carburetored cars do not have. You will need to change the fuel system and a large portion of the wiring harness to put a fuel injected engine in your car.

The fuel injection "Set-Up" consists of several different components including an ECM (Engine Control Module), software calibration and matching engine components (i.e. fuel injectors, cylinder heads, camshaft, ect). The ECM calibration and Fuel Injectors are designed to work well with the supplied cam shaft. Changing any components that affect fuel consumption and emissions, may require a different calibration and/or fuel injectors.

We still enjoy working with the Carbureted setups, they also have a more traditional look to them as well. Easy to tune and less complex. We do provide a Fuel injected setups with the complete Throttle Body, injectors, fuel Rail, wiring harness, computer and sensors to plug in. The EFI Mass Flo setup is an easier way of going. Figure Approx. another $2,000-$2,500 over and above a Carbureted setup. It's recommended that you have technical knowledge on Fuel Injection when dialing in the engine.

Answer: Yes! The e-RAM works with carbureted engines. You just have to make sure you follow the following guidelines: An e-RAM-FILTER should be placed on the end of the sealed intake tube that feeds the carb with pressurized air.

Since you're adding displacement (~15%) to the engine, there's no such thing as a free lunch. You need more fuel to feed a bigger fire. That said, a stroker can match a 4.0L engine's fuel consumption during highway cruising but you can expect your mpg to drop 2-3% in mixed driving conditions. That's only a small price to pay considering the extra performance on hand.

Generally the carburetted system operates at low pressure and has relatively low flow. Filters are often nylon bodied. EFI filters are metal bodied, and designed to handle higher pressures and flow. The media can also differ between filter types.

Ans: Unless if you are generating over 400hp there is absolutely no need to upgrade the stock items. The factory supercharged engine is equipped with decent sized injectors (36lb/hour) and a two speed fuel pump that raises pressure according to demand. The only time that we would recommend to change the injectors, fuel pump or pressure regulator is if you have a fault with any of the components. The best way to check how your fuel system is coping is to run it up on a dyno.

First, a suitable intake manifold must be either modified or retrofitted. Some older carbureted engines have a later, factory EFI version which may have an intake manifold that can be bolted onto the early engine. Chev TPI systems are in this category. This type of conversion will save a tremendous amount of work and money as they are usually available with the throttle body, injectors and fuel rails.

NX specializes in blower and turbo nitrous applications. Any NX plate style system combined with the NXd5000 controller is the ultimate set-up. The PN NXd5000 is a boost referenced progressive controller that senses boost and automatically ramps the nitrous charge out as the boost comes up. This controller can handle two stages of nitrous and can ramp in either a boost or time reference. This allows for a straight torque “curve” with no soft spots.

STEAM PRO lets you select the fuel from an extensive Fuel Library at the [Plant Criteria] topic. Select from a large number of fuels within the library or select to specify the fuel as a User-defined fuel. This generally occurs when the user has paid little attention to the design of the boiler. The resulting hardware model may have poor regulation of the reheat temperature at conditions other than the nominal full load.

Generally fuel injected bikes automatically compensate for exhaust and engine related modifications very well. Unless you are building a Superbike motor with over 30% horsepower increases, your stock FI system should work just fine with your new exhaust system and you will reap the benefits immediately.

During initial startup, the engine operates on 100% diesel fuel. After certain permissive criteria are satisfied the automatic control system commences dual fuel operation.

For Cox engines, I always used to use Cox Glo Fuel. From what I understand, these small engines up thru the .15 like high nitro, at least 15%, preferably 20%. Here, due to the expensive of the the fuel, most guys with .049's and .061's use just 5% nitro fuel (mostly powermaster) ... and no problems at all !

In the vast majority of cases the stock computer will work fine. Custom mapping of the fuel and ignition curves will maximize performance, fuel economy, and reduce emissions. The Apexi SAFC 2 air/fuel controller piggybacks to the stock computer and can be used to optimize the fuel curves under both light and heavy loads.

In general, modern engine management systems will compensate for fuel octane, and once you have satisfied the optimum octane requirement, you are at the optimum overall performance area of the engine map. Tuning changes to obtain more power will probably adversely affect both fuel economy and emissions. Unless you have access to good diagnostic equipment that can ensure regulatory limits are complied with, it is likely that adjustments may be regarded as illegal tampering by local authorities.

No. The conversion technology has been designed to allow for in-field retrofit of diesel engines without the need to change or modify the design of the engine. The conversion hardware is mounted externally on the engine and does not require modification of the engine or alteration of any critical engine parameter.

The Dual-Fuel technology has been designed to maintain OEM specifications of all engine temperatures including engine coolant temperature, oil temperature, exhaust gas temperature and intake air temperature. The Dual-Fuel System replaces diesel fuel normally consumed by the engine with an equivalent quantity of natural gas, relative to the heat value of each fuel.