hey everyone, next school year i will be in an advanced engine rebuild class, and i plan on overhauling a 430.... after i do that i am going to try to put fuel injection on it becasue i found a twin tubro deisle car in the junk yards and it still has the turbos on it!!!!! this is going to be one of those projects that takes a few years and quite a bit of money but imagine the possibility of a twin tubro FI 430 in a 68 GS or a 86 Regal?????? i hope this will work, anyone have any ideas on what FI is gonna cost to get it on that block??? any info would be a great help!! thanks
Do you mean multi port FI or TBI? You will have to get a computer to run it unless it's mechanical. You;re lucky, Kenne Bell has an intake for the BBB that accepts injectors!
What kind of twin turbo car? Those turbos won't work with a gas engine. Gas engines and Diesel engines use different turbos...... something about athe oiling, seals or something.
not sure im not sure exactly what car it was it was a buick and it was deisel..... i know they are diffrent but i am hoping they can be converted.... with a few parts!!!!!!o No: o No: o No: If anyone knows anything please post because every little bit is helping! thanks:Smarty:
http://www.thedieselpage.com/readers/timo.htm This is the only Buick Diesel that I know of... but I don't know much.
twin turbo diesel? never heard of it. maybe a cummins motor out of a truck found its way over to a car (built by the same guy that makes 4x4 dodge chargers) any turbo will work if there is no vacuum on the turbo seals(turbo blows thru carb/throttle body) pistons will have to be custom to drop compression low enuff for turbo use as 430 pistons are around 10 to 1 as it is,could try 75-76 heads, but not really worth it also is the turbos have enuff cfm for a 430? i suggest a blower/blow thru carb setup a friend has it on a 502 chebby and runs low 9s
Not sure if it's worth it as IIRC the 430 has the same structural weakness as the 455. You may want to try a 350 Buick.
KB has a MPFI intake? I thought they had given up on us and gone for PT Cruisers and Mustang superchargers? Deisel turbo's will work as long as you don't pull too hard a vacuum on them, for that matter any carbon plate sealed turbo will work, the dynamic seals are the ones that don't like vacuum because they will pull the oil past the seals. The 84-85 Hot Air cars have this problem when upgrading to aftermarket turbos. Deisel turbos also can't be used with a draw through because the seals won't keep the fuel out of the bearings and it'll cause failure in short order. Draw through is horrible though so don't even think about it. There are so many aftermarket ECM's out there now you can really pick and choose based on your needs. The Megasquirt seems to be the cheapest and relatively flexible in tuning however it will just do batchfire injection, nothing more sophisticated. The FAST systems will do full sequential but they are more spendy as are the HalTech, Electromotive.... and so on. You can also try to get an L98 chevy TPI in either mass air or speed density with a custom chip to run this but it'll be lots of trial and error getting reburns on the chips unless you do your own.
Open lifter valley, thin main webs, lightweight casting, thinnner lifter bosses. That's what I can think.
Not a structural weakness but it is a problem. The oiling system has deficiencies that must be addressed for high performance use. Lot's of threads on the board detailing what's needed.:TU:
In their quest for weight loss and efficiency of materials, the "Thin Walls" lost a lot of metal in the block, compared to the nailhead. The 400-430-455 series blocks were designed to handle the specified torque, and a good bit more, but they risk catastrophic failure at high horsepower/revs. The TA block girdle is a good idea for your project. I wouldn't try for 1000 HP in a stock block. Dan
EFI is an expensive way to play. Just price the costs of the fuel pump, injectors, pressure regulator, main and return fuel lines, modified original or custom fuel tank, modified intake manifold, throttle body, various sensors, the control unit, and all the wiring and connectors, and you will see that you are not going to get it done for anything close to the price of a carb and manifold alone. That said, I guess you have to decide how dedicated you are to having EFI on your engine. If you are strictly looking at gas mileage improvements alone, save your money and go with the carb. You can buy alot of gas with the $2000 or more that you will save over the cost of an aftermarket EFI setup (well, it won't buy as much gas as it used to, but you get the idea). If you want to add some serious performance to your engine in the future, and want the best possible way to control the fuel and ignition in your car, then EFI is the way to go. Just have your wallet ready. I am still researching all the pieces and parts I will need to convert my 455 to EFI, but I have stopped kidding myself about the price. I will get it done, just not as quickly as I had originally planned. Good luck, Randy
