T1 FI Intake manifolds?

[Pillow]

Quick question for you all after looking at the Miller FI page (again). http://www.sandrail.com/millerfi/mfik.html#(6)

"The steel stock runners adapt easily for CIS injectors, but are only 24mm ID"

Does anyone have details on how to modify the stock steel intakes for CIS injectors? I would like to keep away from a compression fitting to keep them in if at all possible, basically run the injectors like in a normal CIS car where they can pull out.

I hope to pick up a set this weekend to look at and judge what needs to be done.

Last night I was cleaning up the trottle body and center intake plenums. Everything looks good and I now need to get serious on the home brew stuff.

Thanks,


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Adrian Pillow
'66 VW Westfalia - "Biscuit"
'67 VW Deluxe Westfakia - "Dino"
'79 Porsche 911 SC - "Cochese"

[ray greenwood]

Aaah...the compression fitting question threw me. The injectors of type 1 electronic will essentially mount the same as CIS. The hold down "hasp" or ring that compresses the o-ring around the injector on CIS will be a little different. What you are seeing as a compression fitting in the photo, IS the injector for CIS. You don't have a choice. CIS uses fuel pressures ranging from 38-70 psi in various areas of its systems. Some cars like the stock SAABs used nylon lines...which I hate...most all other cars use braided stainless covered rubber lines.All use metric compression fittings. There is no other good way to link things up on these systems. The stainless braid, or hard tubing is preferable. The minute swelling of lines under high pressure can cause variances in the injector accyracy. Also the high pressure on standard rubber lines is an extreme fire hazard. Even late model L-jet systems have special high pressure rubber lines with abrasion coverings. Ray

[PapaG]

I am not sure what you are asking? Type 1 EFI (latemodel T1) are like Digifant (sp) using a fuel rail. If you want to use old style T1 carb intakes you will neet to have a injector bung (fitting) welded in and a hold down for the CIS Injector. Note: Position and depth of injector can-will effect injector spray pattern.
HTH

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Richard
Lost in Texas
68 Chopped Top Squareback (wasserboxer conversion)
69 Fastback Auto (MegaSquirt EFI)

[Pillow]

Oops, I was looking at the picture wrong Forget the compression fitting part, Ray is correct in that this is the fuel injector line fitting.

Someone was previously saying that the Miller kit used an odd compression method to keep the injectors in the bungs. Maybe not.

Okay, so basically I can fit CIS K-Jet injectors in the D-Jet holes and I assume use the same "horseshoe" (I am making that up so forgive me if that sounds rediculous) hold downs as the D-Jet system with the 10mm nuts. (Where is a photo when you need one)

This is very good! Thanks for your help. I would prefer the stock steel (D-Jet) T1 FI intakes for better torque for this bus application. And is saves time and $ to have the AL carb intakes modified for bungs.

The big question in my head now is to build a medium size motor first and then add the CIS or to add the CIS to a stock 1600 and then build a bigger motor... Ah, decisions.

Thanks,

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Adrian Pillow
'66 VW Westfalia - "Biscuit"
'67 VW Deluxe Westfakia - "Dino"
'79 Porsche 911 SC - "Cochese"

[ray greenwood]

Yep....but the horse shoe for the electronic injector has too larg of a hole. I would suggest welding something like a washer into the center of the horseshoe with a hole large enough to fit around the injector, but not too large to compress the donut. Drop by a wrecking yard and look at the injector hold down set up on a SAAB volvo or mercedes. They use CIS hold-dowm horseshoes, instead of the plastic bung like the rabbitt. Ray