FI a Dauntless

I ran mine from the middle of the top to a hose with a filter on it and it's attached along side the filler hose that goes up the inside of the back fender.

I think your gonna be real pleased with it - I know I am. From @7K here to camp - up the roads - over Taylor pass and up the ridges @ 12,5 to 13+ and not even a hickup. Rough roads (places I know a carb would hickup) - off camber, over rocks in a steep climb...

Now that I am home, it's trying to redo the idle on a cold start - nothing that concerns me at all though.

 

Just for the record

IF you get the nice quite WALBRO GSL392 pump you will need some special fittings. I got mine from a company on ebay (where I got my pump) called fuelpumpsusa... Part No was 3039 for the -6 fitting.

Male 10mm to -6 is what I used.

 

It comes with -6 AN fittings as part of the connections at the throttle body if you get the full kit. You then run your own lines and fittings from there. I believe they offer an optional plumbing kit that is AN as well. I just built my own with Summit parts and braded line.

 

No I had not. In fact, I have not messed with it at all in a while. I also didn't update the rev that I am running as I didn't want to mess something up.

I will wait to hear how things work for you as it does seem like a good idea. I'll probably play with it after the kids and I do some wheeling this July.

As an aside - I just ordered the EZ-EFI to put on the kids rig to try it. If it does not work, I will move it to the wife's Mustang, but wanted to look at another option for the OF motors as it is.

 

So I just pressure tested the EZ-EFI setup on the boys jeep - things look fine. I'll do it's first fire this week (it's never been started with a carb, so this ought to be fun ).

Just some additional info - they did an update and added a module to use with HEI ignition that is supposed to make it easier to run without an ignition box. That's good as MSD has stopped making the only one they had that supported the Odd Fire.

I will do a parts list/write up of do's and don'ts with this when I am done for folks.

DON'T use thier hose and fittings - god what a PITA and after 20 mins on one fitting I just went back to the Summit stuff - takes less than 2 mins to put an AN fitting on with thier product(s).

 

Got a bit of time this afternoon and "It Fired up" {after a bit of a fight to get the timing close enough to go}... but no issues with the Fuel Injection. I ran it for @ 20 mins before my son's botch job on a Rad overflow puked all over the shop floor.

I'll start to snap some pics, then button up all the wiring I hooked as a temp incase it didn't work (and it ended up on the wife's '66 Mustang).

Tom Woods drive lines are due tomorrow, so I should be able to get this done for Fathers Day

 

Thanks - I'll definatly look into it.

I have been playing with the EZ-EFI on the '49. It's a different principle as you don't get as much info, or options to mess with. Still seems to run good though.

 

The heads on this motor are a set worked by Kenne Bell back in the day. The motor was originally built for the Pikes Peak Hill Climb race, so it's got a lot of 'special' items in it.

I am still very happy with the PJIII setup. I have also installed the EZ-EFI on another 225 (Blue '49) and am very happy with it as well, but have not wheeled it hard yet. For future rigs, I may lean toward the EZ-EFI as it has off the shelf replacement parts (more so than the PJIII). While there is more wiring to the EZ-EFI, it's not hard to sort out (pics via email if you want them).

The MSD module is no longer an option, it's not made any longer. There is no issue with the pulse with either setup when using an HEI distributor. It's as I have always said - RPM is RPM and the computers don't care as it just measures the 6 fire pulses (or what ever the cyl count is set to in the program) for 1 rev and goes from there.

The non return setups didn't have good reviews at the time I did all of this. I just wanted to limit the possible problems, and by the time you figure the extra cost of the non return setups, the extra line was cheaper anyway.

When I talked to the MSD folks, they were not keen on running it with just the HEI as they didn't feel the signal was going to be 'clean enough' for them. Since they don't have a box as an option, they fell off the board for me.

Hope that helps. I have a lot more on the EZ-EFI, I just have not taken the time to update my site and I lost the ability to do easy updates there (just got to carve out the time I guess - and learn more HTML)...

 

PM me your address and I'll e-mail you the pics for now.

The HEI can be built http://warloch.com/Manuals/HEI%20Even%20To%20Odd%20Instructions.pdf
or purchased http://crtperformance.com/html/buick_hei.html
I recommend the wires from CRT no matter what.

As to the 231 heads on the 225, you also have to get the angle corrected so the intakes fit cleaner (going from memory). Most of the time I recommend working the 225 heads or getting with TA Performance. I believe they still do head work for the 225s (I know they do for the 231s). I have Pat Ganahl's V6 book and a lot of the success hinges on which heads you use. The real trick most builders try to do is find, or make the parts needed for that 'last year' of the 231 Odd Fire.

The roller valve train I have is one of the best deals you can get to help with your setup. I think TA does them now too.