Who would like to see EFI working on a 5porter properly? I'm not just after the number who wish to fit EFI but those who wish to understand it, like a how-to. There are many people in the world who have tried or are still trying and I've searched here but haven't found that many.

Most people I think are partially curious so be honest & don't think that EFI is going to take over the carby as the #1 for a Mini.

Daniel
btw - I'm waiting for the definative answer too

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Videos - Turbocharged A-Series on Dyno & at Wakefield
Mafs waz not my strong subgeckt at skkol

I want to go the Supercharger route

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Stop Licking the Dog...I Don't Care Who Started It

every man know he wants to be blown

but really i was talking to a bloke an he reckon he could make the intake for the superchanger, and the intake for the engine for $240, $310 will be chrome,

efi someone told me the rover efi was pointless,

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any parts for a 76 clubby pm me or ring 0405 329 326

http://www.ausmini.com/forums/viewtopic.php?t=44717

Powerwise, the rover system is crap compared toa carb, but it's made up for with fuel economy. Reliability is apparentl questionable. When is works it does it great, when it doesn't you have a problem.

I think you need to ask yourself what you hope to acheive with EFI that a carb can't deliver?
If its outright power, then all things being equal (which they're not but indulge me) a carb should be able to supply the same volume of air and the same mixture and therfore the same power.

If its factory EFI style driveability and fuel economy you're after then EFI should be able to deliver. But just be prepared to spend hours and hours on a dyno, and the street to tune it. And make sure you get a top line system (eg. motec) and someone really cluey to tune it as well.

EFI should be able to cope with forced induction better than a carb, and just having a fully mappable ignition should help driveability. I knew a guy who fitted a motec to his a-series and just with the ignition mapped and still running split webers it ran heaps better and the bottom end was much stronger. It was a race car though so all is relative.

I guess the beauty of the conversion for me is that you get all the benefits mentioned above, but most of the hard work has been done already.

My 2c

Madmorrie

Ben Afford (92 on here) dropped my supercharger kit off yesterday . So I'm going down forced induction route for now. I have the whole EFI thing in the back of my mind. When I get bored of boosted, carbed A-series power I will have a dabble in injection. I got a throttle body and stuff from a 4GZE (came with the 'charger ) but I imagine injection stuff, with sensor and stuff are easily available from u-pull it! . I personally think it would be, powerwise a waste of time, but it would be fun and would make my mini jsuta bit different from everybody elses. I would of course reasearch it all borrowing as many EFI and forced induction books from the library to learn as much as possible, for now supercharger + carb will do fine.

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1964 Morris 850, 1330 Supercharged - 81.8hp atws.
1975 Leyland Mini S 1100S powered - Nice and reliable.
1977 Leyland Mini LS - Project LS-T

It's the type of topic that really polarises people. It's like Webers vs SU's, but it's exactly the type of discussion I want to find out about. Is there really the interest to see what 'works'?

I agree that HP or economy can be achieved by carb/s, but obviously the idea of an elegant EFI set-up is appealing too. I guess the point of this thread is to find out who's interested in EFI rather than just pros/cons or vs carbs though.

Even if you don't care yourself, but know someone outside the ausmini users who is dabbling in 5 port EFi let us know what they're up to.

cheers

Daniel

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Videos - Turbocharged A-Series on Dyno & at Wakefield
Mafs waz not my strong subgeckt at skkol

My interest is the 5 port in general, i won't consider anything else (8 port or 7 port, or even twin cam) as I just can't afford it. But I have faith in the old A-series and it's beloved 5-porter.

As for EFI, a plenum would be easier then direct injection. What I mean is filling up a large mainfold before the head would be easier than injecting directly into the ports. But that would make the car work like a carby car. But is that a problem?...hmmm

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1964 Morris 850, 1330 Supercharged - 81.8hp atws.
1975 Leyland Mini S 1100S powered - Nice and reliable.
1977 Leyland Mini LS - Project LS-T

Nothing against EFI or anything, but if it is NA EFI what do you hope to achieve?

My point is, using a well setup and cheap carb system could very well extract every last ounce of power out of a 5 port A series. Why spend thousands of dollars just to "equal" that output? Seems senseless. Do you really think that EFI can outdo a tried and true carb in any way that will be rewarding or are we are talking about a few ponies for $$$$ and miles of testing?

On the supercharged/turbocharged route, different story, EFI is probably the right way to feed a blown A series, I'd agree with that. But on a NA motor, all I want to know is Why? even if you found a method of getting EFI right, how much will it cost for the average Joe to copy it? when you can just go buy a HIF44 and good intake for a few hundred dollars, way you go?

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Lillee - 1969 Morris Mini K

embrace the future

But an A series is PAST tense... and talk about agricultural, there was a 948cc BMC Mini tractor in petrol and diesel.

So far, nobody has got decent power (ie more than 90HP at crank) from an N/A MPI 5 port. So says KC.
If you are serious about MPI, get a 7 port or 8 port head and do it properly.


see chichm's site for a bit of light reading on MPI 5 and 8 porters-
http://www.starchak.ca/
Scroll down to fuel injected A series.

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DrMini- 1970 wasaMatic 1360, Mk1S crank, 86.6HP (ATW) =~125 @ crank, 45 Dellorto (38 chokes), RE282 sprint cam, 1.5 rockers, 11.0:1 C/R.

Yeah I have and bought a new VVTI corolla... what's your point?

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Lillee - 1969 Morris Mini K

It's not just the carb that is a limitation when you go forced induction. I've yet to see a distributor fitted to an A series that had boost retard fitted. If you go for fuel and ignition control you have a better chance of getting driveability AND max power. Something you just can't do with a carby and distributor.

With EFI and NA, it is possible to get very long runner lengths and very low inlet system pressure drops without having to make the runners straight like with a carb. You therefore could get power like Chong's donk without the firewall mods. I agree it is an extreme (and expensive) way of not cutting a hole in the fire wall, but it is feasible.

Like anything on the internet, most things you read are just an opinion that hasn't been verified. Some of the stuff I've read about 5 port EFI and the ways to make it work are a bit out-there and I reckon the authors have got the wrong end of the stick with the science behind it all.

Be careful to filter the BS out of things posted (including this) before making a STRONG opinion.

M

but don't put in a non-mini electronic distributor, and definitely not an engine conversion.....

Adding to my contribution, I would not bother to do EFI without some kind of boosting (not leave blower type for sure! ). EFI is a hard thing to dicuss, as not many of us has actaully been down that route, I know SPI and worse, MPI aren't good for power, but that's stock stuff, like using a 1.25 carby on a 998cc, not gonna give you much. I believe it is worth investigating as at the moment I'm going carby + supercharger using a blow-thru system. But in the future I'd like to give turbo a go, now I wouldn't do a blow-thru on a turbo, that's for sure, although it's been done it jsut seems silly to me. Thererfore it elaves turbo into carby or turbo into throttle body with injection.....

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1964 Morris 850, 1330 Supercharged - 81.8hp atws.
1975 Leyland Mini S 1100S powered - Nice and reliable.
1977 Leyland Mini LS - Project LS-T