ok-efi powerjection Iii for $873 ,,,but theres got to be a catch

only problem I see is it's from JcWhitney I have NEVER had ANY luck with them (and not used them for about 20+ yrs)but it would be interesting if this $875 was the same $1500 kit ,Dummy bought .who will be the first to pull the trigger on this one ,this is in my price range right now.,but I'm scared ,I'm going to try to call powerjection and find out if these were throwaways or mutant parts

http://findthebestdeals.com/go.php/search=powerjection

 

just called powerjection talked to john, he basicly just laughed at this , he said they -(jc) used to have them listed for $500 and that they (whitney)are all messed up bussiness wise and the system cannot be bought of that.isn't this false advertisment on their part , and It can't it be bought because they don't make a Iii , but they do make a powerjection 1,2. lame , just pick me up high and then throw me to the ground. !bummer.never mind .( sulks away ,kicking stones

 

JC Whitney sucks donkey bag. EVERY time I've ordered from them it's been either sub-par, the wrong stuff, or just plain broken. EVERY time.

I used the PN 70026 which includes the fuel system components (throttle body plumbing with built-in regulator & gauge, EFI fuel pump, and fuel filter). The PN 70020 version doesn't come with the fuel components listed above.

If memory serves, the filter is a Ford OE part number, but I could check if anybody cares. I think the Professional Products instructions list the application. Instructions may be on-line on their site.

Summit Racing lists the PN 70020 for $1495.05 and the PN 70026 for $1649.95. The pressure regulator is a nice one that's set up to run boost-referenced applications if you need and the gauge is a bonus. It seems like a pretty nice fuel pump they give you, so for $150 extra it may make sense to get the PN 70026 unless you already have a high-pressure EFI pump.

 

I don't understand how JC Whitney stays in bidness they suck so bad.
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In the immortal words of P.T. Barnum....

"There is a sucker born every minute."

 

Well, I don't by much from jcw, but occasionally they will have something I could not find elsewhere. jcw and HF are pretty close. It is always an evaluation of ok, how can they screw this up? The more complicated a part, the more likely it is junk. Would I buy an FI set from jcw? Maybe in the afterlife if hell was frozen over.

 

Just yesterday the company sent me a press release for its newest system, PN 70028 (satin) or PN 70029 (polished). Neither requires a return line.

It looks like the same system as mine, but it uses the company's new PN 70035 Fuel On Demand module to allow the system to function as a returnless setup. The Fuel On Demand module monitors and controls the fuel pressure, rather than a fuel pressure regulator. Otherwise it's said to be the same adaptive learning setup that I used.

I have no direct experience with this new system and am only quoting the press release.

 

Warlock, to answer your questions - the Professional Products fuel line kit was nothing special and was missing the bulkhead nylon gaskets and fitting nuts. Furthermore, the hose was generic-grade braided -6 AN stuff. I used it to test it out and was happy with it overall, but I think it would go a lot faster and easier using press-on hose connectors like Earl's, Summit, etc. The system runs at a regulated 45psi, so the socketless fittings are fine. Not like it's power steering lines or anything. It's not junk, but it's not the best stuff out there IMHO.

As for the vent, they recommend adding a dedecated vent if you only have a vented breather cap. I think it'll build pressure with the normal system running a return line. You may be okay with the returnless setup, but I'm not sure. I run a 3/8-inch hose with a fuel filter on the end as a vent on my M-715 tank.

 

I work on a lot of modern vehicles with the returnless systems, OBD-11 systems, etc. and they work great, but mostly because they use fairly high fuel pressures and the fuel lines are routed very carefully to avoid vapor lock. On a lower fuel pressure system i'd definitely go a return type of system to allow the fuel to circulate and cool down, even though it is more trouble to run the return line.

 

I agree with nickmil on the vapor lock issue and slow speed trails ...but with 45 lbs pushing maybe things would be fine.

now if jc was just the middle man then why not buy it from them for $873 .it would still get sent from powerjection to the buyer if you could hold them to the price listed . I'm still scared .

 

So, while in the "Library" tonight I'm re-reading this article in JP that I had marked on the Powerjection III. I want to ditch my carb. off the Rad Wag (Featured in Peterson's in Sept. '06). I think to google it to see if it is as good as the article says. I find this thread and suspect that Dummy on here is Hazel who wrote the article (Not too many DJ-3As out there). Anyway, so Hazel if that is you (I'm sure it is) how does it work? What about engine heat having a negative long-term effect on the electronics and wiring? What can you tell me about real world performance and reliability thus far? Thanks.

 

I've seen Dummys army truck with it on there and it runs very well with such a hot cam ,a little noisy in the injector department , but with everything else It gets lost in the other noises.I think he sold the truck. pm him, and if you go that route don't get it from jc.

 

Thanks for the info. Would love to get some real "acid test" feed back before I spend the bucks.

FYI: Here's is the link to JCW's on-line cat. It is the exact thing, just a little cheaper. Nothing to be afraid of other than perhaps poor service in case of a warantee issue. Myself, I like to buy things locally or through Summit Racing, I like excellent service. However, savings talks pretty loud.

http://www.jcwhitney.com/powerjection-iii/p2021531.jcwx#prodDetailTabPanel

 

Still have the truck. And Steve - that was pretty much the last time I had it running. Well, pulling it out from in front of the garage. It's been sitting for over a month 'cause other projects are on my radar.

Now that Cruisin' Grand in Escondido is revving back up I'm gonna pull the faded Corbeau covers off the seats and replace 'em, freshen up the paint on the cage, and do some other stuff to the M-truck.

As for the injection - my camshaft and intake manifold are way not conducive to good fuel-injection performance, but the Powerjection III deals. It's a VooDoo 268 cam on a 110-degree LSA and ramp rates tailored more for a choppy idle than civil manners. It really behaves more like a cam with a much narrower 106- or 108-degree LSA, which not too many people would consider using with injection. It does very good once the engine is warmed up, but when it's cold I've been noticing it running slightly rich. I think most of that has to do with the fact that I didn't weld the O2 bung to the 3-inch exhaust pipe. I used the supplied gasket and hose clamp to see how well it would work for somebody who can't weld (they tailored the kit for the home enthusiast installer and tried to include everything you'd need). The bung is radiused for a smaller-diameter pipe and the gasket can't quite seal properly. I'm gonna get around to welding the bung on in the next week or so. That should eliminate a source of fresh O2 into the exhaust stream and stop the computer from thinking it's running a bit leaner than it really is.

Otherwise, it's really fun to drive. There's a slight hesitation, but that's from my ginormous intake plenum (Professional Products Hurricane manifold) and not the injection. Actually, since the fuel metering isn't dependent upon the intake charge signal this combo is a lot more drivable than it would be with a carb.

If you've got a non-stock engine combo and don't want to deal with having a TBI chip burned for your application or don't want to incur the expense of a MPI setup I'd recommend the product without hesitation. If you've got a dead-stock engine, check Howell for a TBI setup for a bit less money. Either way - leaps and bounds better than any carb I've run on this truck (Holley Truck Avanger, Q-Jet, Carter AFB).

 

Thanks for the info. That seems to answer a specific question I had about the intake manifold. It sounds like to me that the intake you selected was to optimise the dyno results versus everyday drivability? Dyno numbers were impressive. So mounting it on my Edelbrock Performer should be fine or even better. In addition to the performer intake my 401 has a performer cam, closed chamber heads (9.5 comp. or so), and Doug Thorley Tri Ys, etc., etc. So perhaps this would be the right way to go for my application.

Keep us posted on the fine tuning and other installs. Thanks again.

 

I installed the intake manifold because the cam was too rowdy for the stock Vortec cylinder heads. The intake charge was stacking up between 5,000-6,000rpm. In a nutshell it's like trying to cram too many people through a door - pretty soon there's a line that's formed and you have to wait to get through. The larger plenum of the Hurricane intake mitigates the comparatively restrictive effects of the stock 170cc Vortec heads and helped keep the power curve from taking a total digger right where peak power wants to be.

I gambled on the VooDoo cam with these heads 'cause I've seen too many magazine articles using the Comp Cams Xtreme Energy 268. I knew the Comp cam would give me an honest 380hp, but I wouldn't have learned anything different. In the end, we were calling it the VooDooDoo, but it's really not the cam's fault. I just came up with a combo that didn't really work in harmony very well. Just a little more cylinder head or a little less cam and it would be a much happier engine.

If I were going to keep this engine I'd put a set of better flowing AFR 195cc heads and an Edelbrock RPM Air Gap and keep this cam. I'm pretty confident I'd be looking at 405-410hp and as much torque. However, I'm kinda burned out on it. If I do anything it's going to be swapping out the 350 for a 480ho GMPP LS3 with a 4bbl manifold. I'll use the Powerjection on the new LS engine.