TA Performance SP3 injector install

Discussion in 'High Tech for Old Iron' started by DauntlessSB92, Jan 8, 2016.

  1. DauntlessSB92

    DauntlessSB92 Addicted to Buick

    I will definitely pass that info along. This guy sounds like he's done it before but I'm still gun shy over it due to my experiences with a previous machine shop (see my way too many page shortblock build thread) so i want to make sure nothing is left to chance here
     
  2. DauntlessSB92

    DauntlessSB92 Addicted to Buick

    Intake is all done. My local machine shop got the bungs machined and installed and I sent the intake down to a guy named Kevin at EFI soulutions. Great guy and he did great work at a fair price. I didn't know he existed prior to my local machine shop doing this work so he said he would rather have gotten a bare manifold next time but it still came out great. I highly recommend this guy if anyone wants their manifold converted.

    [​IMG][​IMG][​IMG]
     
  3. DauntlessSB92

    DauntlessSB92 Addicted to Buick

    To add to this, machine work and labor all in cost me $750. It would have been cheaper if I just used one guy from start to finish. Add the cost of injectors (or source some stock LS injectors) and you can have yourself an efi intake for under a grand.
     
  4. TheSilverBuick

    TheSilverBuick In the Middle of No Where

    I bought the EFI modified 455 SPX from TA in 2008 and I want to say it ran me around $900-950 (it could of been less?). So I'd stay you're on par.

    Looks good!
     
  5. DauntlessSB92

    DauntlessSB92 Addicted to Buick

    I asked TA back in the beginning about modifying the manifold for me and they said they havent messed with the SP3 yet and never got back to me about an estimate.

    The only thing I would change about the way my manaifold was done was using the injector bungs. I feel it would have saved a lot of time and money to just machine the existing pads instead of welding in injector bungs. The injector depth is perfect though. They machined the pads an 1/8th of an inch before welding in the bungs so the o-ring is completely sealed still but the injector is still close to the airstream.
     
  6. TheSilverBuick

    TheSilverBuick In the Middle of No Where

    Yeah, I bet they don't modify too many intakes of any kind in this manner. Back when I bought mine, they didn't do it in house and I suspect they still don't. They subcontracted it out to someone local to them and proficient in both the machining and aluminum welding.
     
  7. Robs455

    Robs455 Well-Known Member

    Jacob any updates?
     
  8. DauntlessSB92

    DauntlessSB92 Addicted to Buick

    Yes, I've posted about my build in so many places Ive forgotten to update all my posts.

    Here's a video of the car running, there is much more to do still.

    https://youtu.be/KNFHmWvM9uk
     
  9. Robs455

    Robs455 Well-Known Member

    Great work, seems to run fine . Where did you post more information about your conversion?

    I'm working now on the injector holes in the spx intake.

    Did you post your bugs in the Holley HP forum ?
     
  10. BrianTrick

    BrianTrick Brian Trick

    Looks pretty good. I had Wilson Manifolds do my intakes.They positioned the bung further outboard and angled it,to spray the back of the valve. They also fabbed and welded the mounts for the rails,and supplied a set of rails made for the intake. Total cost was about $900.00. I run the FAST XFI 2.0 on one and one of the EZ EFI kits on another. Your kit looks good. Is that 65lb injector what was recommended to you? I run that size in a big-inch big block,and it's a little big for that.
     
  11. TheSilverBuick

    TheSilverBuick In the Middle of No Where

    IMO, it's pretty hard to run too big of an injector, well within practical limits. The software can usually be calibrated to compensate at idle and low rpm and maintain perfect fueling. And 80's are good to have if boost is in the future.
     
  12. DauntlessSB92

    DauntlessSB92 Addicted to Buick

    The original machinist wanted to use the bungs included with the Holley HP efi kit. He machined them to a slip fit using the existing injector bosses in the Buick 350 SP3 manifold.

    When I sent my manifold to hotrod solutions to mount the fuel rails and weld the bungs he said "Next time please allow me to do the work start to finish". Nothing against the first machine shop, but hotrod solutions (efi solutions) specializes in manifold conversion and I think he would have chosen not to use the included bungs.

    As far as injector angle the runners are fairly straight on compared to the stock intake and the atomization of the fuel shouldn't be adversely affected. The Holley software also allows for an injector end angle table that helps offset any issues with atomization. Running the injectors straight up and down in relation to the throttle body allows for the most clearance for the throttle linkage. Even still I had to use a 1" spacer to clear the fuel rails. Again, if bungs weren't used the fuel rails height could have been lowered.

    I chose 66lb injectors because this will be a turbocharged engine. 66lb injectors should be enough to support around 600hp on e85 which is my current goal. Even without the turbo and running on E10 pump gas I haven't noticed any issues with the larger injectors.

    I have a couple small issues to fix with my tune, unfortunately my 2004r is not shifting correctly and will probably have to be replaced so I can't dyno tune the car till I determine what to do with the transmission.

    https://youtu.be/CYajBqhNRoI Some WOT pulls

    https://youtu.be/CC0ZXWnwL0E Idle with magnaflow mufflers

    https://youtu.be/grP5wdNdPGM Quick pull from a light with the hurt trans.

    https://youtu.be/qIvxO9zjFJI Cold start showing off the Holley digital dash.
     
    patwhac likes this.
  13. TheSilverBuick

    TheSilverBuick In the Middle of No Where

    The trans may not be hurt, but you may need to play with the weights on the governor. Which crappily sits in the pan. My guess is you need either more weight on the small weight or put a spring in it if it doesn't have one. Is your speedometer accurate? Depending on what color gear you have on the governor, what gear ratio you have out back and any modification that may have been made to the governor, it could be waiting for more rpm to shift.
     
  14. DauntlessSB92

    DauntlessSB92 Addicted to Buick

    I thought it might be the governor but the transmission also will refuse to kickdown when hot, 3rd tends to slip a little and second gear will bang into gear occasionally. I think there is something wrong in the valve body and the damage was done even before I built this motor. This trans not shifting right is what wiped the cam on my original motor.

    I've checked line pressure and tv cable adjustment and everything seems by the book per the builders instructions. Id really like to just put a 4l80e in
     
  15. 300sbb_overkill

    300sbb_overkill WWG1WGA. MAGA

    The first year pickup that came with a 4L80E has a stand alone controller that you may be able to utilize, can't recall the correct year but its somewhere in the mid 90s. A WHOLE lot less $$ finding one of those in a junkyard than buying an aftermarket one but not sure if that one will meet your needs?

    But, for your power level of 600 HP you're shooting for you shouldn't have a problem getting a 200 or 700R4 to meet your needs. Dealers choice. GL



    Derek
     
  16. DauntlessSB92

    DauntlessSB92 Addicted to Buick

    With my efi setup i am able to use the Holley to control the 4l80. This would be pretty appealing since i could then tune the engine and transmission from the same place.

    As for a 200, this current trans is my 3rd one. I know they are great when built right, but they are so extremely sensitive and now have spent almost $5k between the 3 of them. Even working perfectly I would still have to deal with the governor for getting my shift points where I want it, where a 4l80 I can make changes through the digital touch screen.

    It all depends on how my transmission builder works with me. If he offers to fix my current 200 for a reasonable price I'll probably give it another shot. If not then I'll cut my losses and swap to 4l80. I'll need a harness, new driveshaft (again =/) transmission adapter and of course a transmission. I haven't decided whether to start with a good used trans and do a shift kit, or start with a brand new one. Funds are tight so a used transmission sounds best.

    Once that is done I'm either going straight to a track or dyno to dial this tune in and see what the car makes NA. It feels a lot stronger than the old motor and that ran 14.1 at 94.
     
  17. TheSilverBuick

    TheSilverBuick In the Middle of No Where

    The converter is going to be the real expensive part of the 4L80e. I'm going to do likewise with my Firebird, I'm ditching the 200-4r for a 4L60e though. I'm going to try and ride that 60e as much as possible with a reasonably light vehicle and modest HP, and control it through the same EFI software that is on the car. That way when I change gears, or tire heights, etc I'm not screwing around with the governor in the pan.
     

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