Packard Forum Index » Modification Discussion

I think this is an excellent idea, we have nothing better to do than learn. Maybe it works, maybe it doesn't but at least someone is looking. We learn from our experiences and failures.

This technology was not available back then and it may prove beneficial and exciting. At least he's not dropping a small block Chevy with an auto trans and a Ford rear end!

His cost is not my concern but I hope ptv shares his experience(s) with us.

That's my 2 cents and I guess you can ask for some change back.

In a technical discussion, using the right terminology is crucial to understanding and agreement.

Quote:

AFAIK, there is no aftermarket direct-into-the-cylinder injection.

Throttle-body-injection (TBI) has one to four low-pressure injectors at the entrance of the manifold where a carb would normally mount; is the least expensive and easiest to install and tune.

Port injection has a higher pressure injector at each intake port down near the head surface.

Very high pressure direct injection into the cylinder was first used in aero engines, then by Mercedes in the 1950s; a timed mechanical injection pump was used. Today, both diesel and spark engines have electromechanical injection direct into the cylinder. It's very expensive, very complicated and not likely to be available as a retrofit any time soon.

jack vines

One problem I see with the unit I have is it is made for replacement of a single barrel carb. It is rated for up to 300 c.i. motor (Ford). The 288 uses a 2 barrel carb which appears to feed the center 4 cylinders with one half of the carb and the outside (front and rear)cylinders. With what I have I figure it would run rich on the center cylinders and lean on the outside cylinders. On an inline 6 they had some of this problem, on an inline 8 it would be worse.

John

could you get a 4 barrel intake for an inline 8....they made those right???? then just put on one of the TBI aftermarket units and be done with it. like fitech.com or something.

Am curious about adapters and heat on the FI units.

IIRC, there was mention during modern carb replacement discussions for the V8 that the particular Edelbrock carb under discussion was one of the relatively few carb (and assume FI) systems today that would directly bolt to the older hole pattern without use of an adapter. With the complaints of fuel issues due to the hot exhaust manifold in such close proximity on the S8 wonder how much heat would be an issue with FI. Would an adapter made out of phenolic work better than maybe a metal unit and would extensive heat shielding be needed.

On the S8, conversion to 12v would also be a given but since there is relatively little to no electrical isolation and interference or spike protection on the old components and wiring -- even on V8s -- wonder how that would play with the fuel management unit.

One big issue you need to remember is that the straight 8 has siamesed intake ports. The first cylinder can "steal" gas from the second, causing lean and rich cylinders. The TBI may not give as much of a problem with this as a Port Injection Setup that doesn't have injector timing capability (many more basic after market EFI's). However I would have a wide band O2 sensor on the 2 exhaust of the siamesed cylinders that fire the closest together. If there is a problem port injection with injector timing capability will likely be your only solution. Megasquirt EFI can do this. The British turbo Mini guys would be a good resource on implementing EFI on a engine with siamesed intake ports.

Regards,
John

I'm sure they make a 2 barrel throttle body injection for V8 engines, Chev used them on pickup trucks for a number of years. Small block and big block versions. No doubt other makes had them too. Should be easy to find one but will it work with the Holley system?