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Tony Chiles

I have no idea where those electrons may have gone but my phone is wired to the wall and does not do text.
A PM will work better, or an email.
sia@NOSPAMpyramid.net

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Getting an MS II 3.0 from another member here.
So I hope have end a working demo unit some time this summer.
Buick 3.8 V6, MC ITB's in place of Weber IDA-3's.

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Finally getting to take some time to practice my CAD drawings.
Not smooth at it but can at least overlap shapes to confirm how well they match up.

Decided that I do not really like the Triumph to IDA-3 transition unless they are re-spaced.
Center is pretty good but the end units get odd.
They would be pretty good for a 40mm manifold but not so good for my 46mm.
The oval manifold side of the TB means that the intake is larger then the face of the TB.
Generally want the intake to taper toward the port rather than flaring out,
Could be less of an issue with a longer adapter but I'm trying to fit under a Triumph GT-6 bonnet atop a Buick V6.

I think that for my IDA 40-3/Inglese conversion I will be happier with Hayabusa 1300 TB's.
I like that both ends are round, or nearly round.
I will need two sets which will give me a couple of spares.

For now I would like to get at least one 46mm Hayabusa TB to use for measurement.
Can be pretty much junk.
Still interested in samples of other TB's that may be useful.
No need for functional parts.

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This is where I have questions on Hayabusa TB's.
Would like to know manifold side OD, ID, inside dimension from bottom to top of the injector port.
If what I have read is correct they are 80mm bore spacing so will have to be moved a little.
Since they are joined on rods adjusting spacing should be easy.
Manifold adapter may be very easy, three machined tubes screwed into two plates.



[url][/url]https://i.ebayimg.com/images/g/kosAAOSwXfpZ3XzT/s-l1600.jpg

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Short article with some likely useful information.
http://racehead.com.au/designing-performance/what-size-itb-should-i-use/

Their main point is to not go too big.

My manifold was designed for 46mm Webers.
Hayabusa TB's are also 46mm so would seem to be an ideal fit, or does EFI want smaller?
Since the injection will be well above the port my air/fuel flow will not be as "Dry" as a port injected engine.
I know that some EFI systems actually inject fuel at the top of the runner, or even above it!
Lots of argument over effect on the powerband.
Replacing carbs so some compromise is inevitable.

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OK, the Triumph 955 TB's may be fine if they flow enough air.
But I'm still going to do a 'Busa version too.
Got the drawing to a point where I could measure the reversed draft and it is only about 3mm per side over 20º arc at each side and 3/4" of height so pretty minor.
Actually have the profiles for each side and all hole placement done.
Now to the point of needing to create surfaces for the intake ports and cut depth for each side.
Two profiles, 3/8" deep on 3/4" stock, cut from each side.
Will be lighter and also just look better.

Not sure what sort of format CAD could be used to post a pic of what I have so far on here.
Another trick is going to be the cross-linkage.

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If I must be a one-man PC free zone, so be it!

If the CAD is on a Windows PC, just do a grab with Snipping Tool. It will save the screen image (cropped as you desire) as a jpeg. I did that a lot with AutoCAD.

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Chuck.

“Any suspension will work if you don’t let it.” - Colin Chapman

Visit my ongoing MGB Rustoration log: over HERE

Or my Wankel powered Locost log : over HERE

And don't forget my Cushman Truckster resto Locostusa.com/forums/viewtopic.php?f=36&t=17766

Snip tool not working.
But the digital camera is, so I will try to upload some pics.
I'm still learning the cad and also designing on the fly.
Probably not the best combination and I would have done this a little differently if I had realized at the start that I was going to have two 3/8" thick planes.
One for the top ITB side and another for the lower Weber side.
Hardest part was getting the inside surface from top to bottom of the intake port to render the odd transition properly.
Oval at the top and round at the bottom with normal taper at the ends and a slight reverse taper at top and bottom.
This is why I've mad the round port only 40mm, the odd taper issue gets much worse at 46mm.
Machining should be fairly simple except for the inside port profile.

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Looks like I may finally get to MAKE these in a couple of weeks.
Need two for myself, anyone else want a set?
Great for old Porsche's and Corvairs with Weber IDA-3 intakes.
Or even an Inglese manifold to fit a Buick V6.

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[quote="RichardSIA"]Looked but did not find a list of throttle bodies suitable for Independent Runner (IR) F.I. conversions.

I am not sure that the following is germane to your question. Any how, here it is. Last January I had a long an useful conversation with folks on the Corvair Center phorum about EFI and one of the suggestions (re Carb to EFI conversion) was the use of 4 individual TBs. The following australian manufacturer was suggested:

http://racehead.com.au/products-page/pa ... ttle-body/

The multipoint EFI seems to be an attractive option.

Doesn't four on a six cylinder tend to compromise efficiency so limiting the benefit of the whole exercise?
If that's acceptable then a single throttle body on a four barrel manifold might be almost as good.
Having run the 4V system on a very hot Corvair engine I know their limitations and would not do it that way again.

I used to see lots of Corvair heads for sale of feeBay that were modified for the Weber IDA-3's.
But of course the sellers never mentioned that the IDA-3's now cost more than a decent project Corvair.
I think my adapters are the answer to that.
Triumph 955 TB's can be had cheap, for a six even MS-2 or maybe even Micro can handle the control.

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Hi Richard,
I forget that you know about Corvairs ..
As I said I had a fair amount of input (interest) from the Corvair Center and on the whole, most people seem to believe that EFI would greatly improve the Corvair engine performance. I met two groups. One that suggested the single central TB feeding all six cylinders via the 4 hole intake manif (more or less the way the big 4 barrel carbs were and are often set up. Bill Fisher (racer) would not have anything other than the big center carb on his rigs by the way). Seth Emerson (the author of Performance Corvairs) suggested to me a small 2 barrel Holley EFI central unit. And I bought this unit (approximately $ 900 US) . These units as you know are simple to program (self programming: what I needed). Someone else in the group emailed me with the australian individual TBs referred above.

The reason Corvair folks think of 4 multiport efi TBs and not six is that all stock Corvair intake manifolds are part of the casting of the heads. and... you either get a head with two intake holes or four. Four was obviously a great improvement and gave engines an additional 30-40BHP (albeit with larger intake valves too) over the two carb heads. Why GM did not go for 6 intakes was probably a cost issue (two more carbs). Some have done the six hole intake manif head job aftermarket.

I hope to make a few of the adapters fairly soon.
They will be a direct bolt-on replacement for the IDA-3 40mm
Once made I will post pics, maybe put them on feeBay since I cannot join all the Porsce, Corvair, Maserati, etc. forums just to advertise them.
I miss my old hot-rod Corvair, another example of GM abandoning a product as soon as the bugs were worked out.

I also have a drawing to do them using Hayabusa TB's for the guys who need a LOT of airflow.

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