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Will and Mayf,=20
I ran my Tiger with a BossEFI 4-barrel throttle body injection system for a=
bout six or seven years. This is the system that got acquired (or at least =
rebranded and marketed) by Professional Products.=20
The version I had, still had the ECU separately mounted in the passenger co=
mpartment; later versions had the electronics all integrated in the throttl=
e body assembly. This simplifies the wiring but subjects the electronics to=
the under-hood heat, which is maybe not a great idea.=20
When I bought my crate motor, it came with a carb and so far I have not put=
the BossEFI back on yet. The programming interface for the BossEFI system =
was ... not great. It came with a number of pre-built maps, but it was not =
easy to tweak in a logical way, and especially its integration of air/fuel =
ratio feedback and timing control was just weird. The car ran fine at WOT b=
ut the part throttle operation was not easy to get right. This is partially=
because the Tiger will run all day at really small throttle openings, and =
so you're always tuning just a hair off the idle settings. I'm not sure if =
a throttle body that had the injectors below the throttle plates would be b=
etter in that regard.=20
If / when I get time to go back to playing with that setup again, I may loo=
k at using a third party EFI controller (such as Megasquirt, if they are st=
ill making stuff that can be adapted to any generic injector), rather than =
going back to 2003 era user interface and controls.=20
To set the car up for the EFI system, I took many of the same steps that Wi=
ll did. I plumbed a 3/8 inch feed and return line from the back of the car =
to the firewall and mounted a regulator on the firewall. I initially used a=
high volume canister filter as a sort of surge can, but currently I have t=
he (stock) feed from the tank running about 12 inches forward, to a low pre=
ssure pre-filter. Then the return line is teed in, and we go to the fuel pu=
mp and then the high-pressure post filter. Those three pieces are all mount=
ed under the trunk, behind the Alpine spare tire well.=20
I'm running a Denso 70 amp alternator that is small enough to tuck ahead of=
the right cylinder head, still preserving the stock fan belt line. I also =
have a Plex wideband O2 sensor mounted in the right header collector.=20
To convert back to the carburetor, I just swapped the 45 PSI regulator out =
for one that would not flood the Holley carb's needle/seat. The (high press=
ure) fuel pump just ends up circulating the fuel through the return line, i=
f there is any excess volume.=20
Cheers,=20
Theo=20
From: "tigers" <tigers@autox.team.net>=20
To: "Larry Mayfield" <drmayf@mayfco.com>=20
Cc: "tigers" <TIGERS@autox.team.net>=20
Sent: Friday, July 16, 2021 3:38:16 PM=20
Subject: Re: [Tigers] Tiger eplacement carb and alternator Questions=20
Mayf,=20
I got the EFI bug some time ago when I saw a series of Hagerty Youtube vide=
os in which a Fairlane (5-bolt) 289 was rebuilt to a 289 HiPO-ish state and=
then put it in Brad Phillips Tiger. The plan was to do the engine swap and=
get the engine going with a Holley 4BBL setup and then switch the 4BBL for=
a Holley Sniper EFI throttle-body unit. Brad got his Tiger going with the =
4BBL setup but, to my knowledge, never did the Sniper install. Brad's engin=
e swap was recorded in a series of 12 Youtube videos. Here are some links:=
=20
Here's the first episode of Brad Phillips 289 engine swap: [ https://www.yo=
utube.com/watch?v=3DCzWYRPH24Bw&list=3DWL&index=3D2&t=3D26s | https://www.y=
outube.com/watch?v=3DCzWYRPH24Bw&list=3DWL&index=3D2&t=3D26s ]=20
Here's the Hagerty time-lapse video of the engine rebuild: [ https://www.yo=
utube.com/watch?v=3DtVtrnxx3rTE&t=3D0s | https://www.youtube.com/watch?v=3D=
tVtrnxx3rTE&t=3D0s ]=20
There is a Youtube video of a dyno test of the engine with and without EFI.=
So far I haven't found a link to it.=20
I have been making plans to make my car "EFI-ready". That is, I want to hav=
e a plan for each aspect of the conversion. Current plan is to replace the =
OEM fuel pump with the high pressure pump and to house pump and pre and pos=
t filters in the same area as previously housed the OEM pump. I have made u=
p a heat shield for the right-side muffler to keep from roasting the pump. =
Fuel return line will go into the top of the right fuel tank. I can provide=
pictures of the return line fittings if you are interested. I will be doin=
g my own harness. The Holley harness is bass ackwards for a Tiger, assuming=
battery up front. Fuel relay and fuses for fuel pump and EFI will be locat=
ed with the pump. Anticipating that the fuel pump and injectors will want t=
o suck more current than the OEM generator can provide, I have done an alte=
rnator conversion. I already have a wide band O2 sensor installed for a PLX=
O2 readout so the O2 sensor is already there. Control of distributor advan=
ce is optional with the Sniper so I don't plan to do opt for that initially=
. Someday I would like to add it though. Should improve driveability and ma=
ybe performance.=20
Like I said, I want to make the car "EFI-ready" . Don't know if I will actu=
ally do the conversion, but I want to at least have it thought out so that =
I can get there from here if I decide to.=20
Will - 382001570=20
[ mailto:Tigers@embarqmail.com | Tigers@embarqmail.com ]=20
On Fri, Jul 16, 2021 at 9:46 AM Larry Mayfield via Tigers < [ mailto:tigers=
@autox.team.net | tigers@autox.team.net ] > wrote:=20
I have owned my Tiger since Jan 1967, bought it used. Has been sitting quie=
tly now for quite a number of years. And I want to drive it a bit more now.=
But carbs are so old fashioned, lol. So, seeking information from the grou=
ps experiences, those owners who have replaced the carb with an electronic =
injected version: either 2 bbl or f bbl versions. If 2 bbl then I would jus=
t use the cast iron intake manifold. If 4 bbl I need to know which is best =
for a bone stock 260 cid which so far in my ownership has never been apart.=
I tend to lean toward a 4 bbl version as I have a 5 bolt 289 with some per=
formance capability and I would need to buy a manifold for that. I also hav=
e my 260 LSR motor which has the full treatment and is a real race motor. S=
o, seeking real world experience on what and which brands are most user fri=
endly while putting out power for driving around, having some fun (again).=
=20
Larry, mayf, drmayf etc=20
_______________________________________________=20
[ mailto:tigers@autox.team.net | tigers@autox.team.net ]=20
]=20
Archive: [ http://www.team.net/pipermail/tigers | http://www.team.net/piper=
mail/tigers ] [ http://autox.team.net/archive | http://autox.team.net/archi=
ve ]=20
Unsubscribe: [ http://autox.team.net/mailman/options/tigers/tigers@embarqma=
il.com | http://autox.team.net/mailman/options/tigers/tigers@embarqmail.com=
]=20
_______________________________________________=20
tigers@autox.team.net=20
Archive: http://www.team.net/pipermail/tigers http://autox.team.net/archive=
=20
Unsubscribe: http://autox.team.net/mailman/options/tigers/tsmit@shaw.ca=20
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<html><body><div style=3D"font-family: arial, helvetica, sans-serif; font-s=
ize: 10pt; color: #000000"><div>Will and Mayf,</div><div>I ran my Tiger wit=
h a BossEFI 4-barrel throttle body injection system for about six or seven =
years. This is the system that got acquired (or at least rebranded and mark=
eted) by Professional Products.</div><div>The version I had, still had the =
ECU separately mounted in the passenger compartment; later versions had the=
electronics all integrated in the throttle body assembly. This simplifies =
the wiring but subjects the electronics to the under-hood heat, which is ma=
ybe not a great idea.</div><div>When I bought my crate motor, it came with =
a carb and so far I have not put the BossEFI back on yet. The programming i=
nterface for the BossEFI system was ... not great. It came with a number of=
pre-built maps, but it was not easy to tweak in a logical way, and especia=
lly its integration of air/fuel ratio feedback and timing control was just =
weird. The car ran fine at WOT but the part throttle operation was not easy=
to get right. This is partially because the Tiger will run all day at real=
ly small throttle openings, and so you're always tuning just a hair off the=
idle settings. I'm not sure if a throttle body that had the injectors belo=
w the throttle plates would be better in that regard.</div><div><br data-mc=
e-bogus=3D"1"></div><div>If / when I get time to go back to playing with th=
at setup again, I may look at using a third party EFI controller (such as M=
egasquirt, if they are still making stuff that can be adapted to any generi=
c injector), rather than going back to 2003 era user interface and controls=
.</div><div><br data-mce-bogus=3D"1"></div><div>To set the car up for the E=
FI system, I took many of the same steps that Will did. I plumbed a 3/8 inc=
h feed and return line from the back of the car to the firewall and mounted=
a regulator on the firewall. I initially used a high volume canister filte=
r as a sort of surge can, but currently I have the (stock) feed from the ta=
nk running about 12 inches forward, to a low pressure pre-filter. Then the =
return line is teed in, and we go to the fuel pump and then the high-pressu=
re post filter. Those three pieces are all mounted under the trunk, behind =
the Alpine spare tire well.</div><div><br data-mce-bogus=3D"1"></div><div>I=
'm running a Denso 70 amp alternator that is small enough to tuck ahead of =
the right cylinder head, still preserving the stock fan belt line. I also h=
ave a Plex wideband O2 sensor mounted in the right header collector.</div><=
div><br data-mce-bogus=3D"1"></div><div>To convert back to the carburetor, =
I just swapped the 45 PSI regulator out for one that would not flood the Ho=
lley carb's needle/seat. The (high pressure) fuel pump just ends up circula=
ting the fuel through the return line, if there is any excess volume.</div>=
<div>Cheers,</div><div>Theo</div><div><br data-mce-bogus=3D"1"></div><div><=
br></div><hr id=3D"zwchr" data-marker=3D"__DIVIDER__"><div data-marker=3D"_=
_HEADERS__"><b>From: </b>"tigers" <tigers@autox.team.net><br><b>To: <=
/b>"Larry Mayfield" <drmayf@mayfco.com><br><b>Cc: </b>"tigers" <TI=
GERS@autox.team.net><br><b>Sent: </b>Friday, July 16, 2021 3:38:16 PM<br=
><b>Subject: </b>Re: [Tigers] Tiger eplacement carb and alternator Question=
s<br></div><div><br></div><div data-marker=3D"__QUOTED_TEXT__"><div dir=3D"=
ltr"><div class=3D"gmail_default" style=3D"font-size:small">Mayf,</div><div=
class=3D"gmail_default" style=3D"font-size:small">I got the EFI bug some t=
ime ago when I saw a series of Hagerty Youtube videos in which a Fairl=
ane (5-bolt) 289 was rebuilt to a 289 HiPO-ish state and then put it in Bra=
d Phillips Tiger. The plan was to do the engine swap and get the=
engine going with a Holley 4BBL setup and then switch the 4BBL for a Holle=
y Sniper EFI throttle-body unit. Brad got his Tiger going with the 4B=
BL setup but, to my knowledge, never did the Sniper install. Brad's e=
ngine swap was recorded in a series of 12 Youtube videos. Here are so=
me links:</div><div class=3D"gmail_default" style=3D"font-size:small"><br><=
/div><div class=3D"gmail_default" style=3D"font-size:small">Here's the firs=
t episode of Brad Phillips 289 engine swap: <a href=3D"https://w=
ww.youtube.com/watch?v=3DCzWYRPH24Bw&list=3DWL&index=3D2&t=3D26=
s" target=3D"_blank" rel=3D"nofollow noopener noreferrer">https://www.youtu=
be.com/watch?v=3DCzWYRPH24Bw&list=3DWL&index=3D2&t=3D26s</a></d=
iv><div class=3D"gmail_default" style=3D"font-size:small">Here's the Hagert=
y time-lapse video of the engine rebuild: <a href=3D"https://www.yout=
ube.com/watch?v=3DtVtrnxx3rTE&t=3D0s" target=3D"_blank" rel=3D"nofollow=
noopener noreferrer">https://www.youtube.com/watch?v=3DtVtrnxx3rTE&t=
=3D0s</a><br clear=3D"all"></div><div class=3D"gmail_default" style=3D"font=
-size:small"><br></div><div class=3D"gmail_default" style=3D"font-size:smal=
l">There is a Youtube video of a dyno test of the engine with and without E=
FI. So far I haven't found a link to it.</div><div class=3D"gmail_def=
ault" style=3D"font-size:small"><br></div><div class=3D"gmail_default" styl=
e=3D"font-size:small">I have been making plans to make my car "EFI-ready".&=
nbsp; That is, I want to have a plan for each aspect of the conversion.&nbs=
p; Current plan is to replace the OEM fuel pump with the high pressure pump=
and to house pump and pre and post filters in the same area as previously =
housed the OEM pump. I have made up a heat shield for the right-side =
muffler to keep from roasting the pump. Fuel return line will go into=
the top of the right fuel tank. I can provide pictures of the return=
line fittings if you are interested. I will be doing my own harness.=
The Holley harness is bass ackwards for a Tiger, assuming battery up=
front. Fuel relay and fuses for fuel pump and EFI will be located&nb=
sp;with the pump. Anticipating that the fuel pump and injectors will =
want to suck more current than the OEM generator can provide, I have done a=
n alternator conversion. I already have a wide band O2 sensor install=
ed for a PLX O2 readout so the O2 sensor is already there. Control of=
distributor advance is optional with the Sniper so I don't plan to do opt =
for that initially. Someday I would like to add it though. Shou=
ld improve driveability and maybe performance.</div><div class=3D"gmail_def=
ault" style=3D"font-size:small"><br></div><div class=3D"gmail_default" styl=
e=3D"font-size:small">Like I said, I want to make the car "EFI-ready" .&nbs=
p; Don't know if I will actually do the conversion, but I want to at least =
have it thought out so that I can get there from here if I decide to.</div>=
<div class=3D"gmail_default" style=3D"font-size:small"><br></div><div><div =
dir=3D"ltr" class=3D"gmail_signature"><div dir=3D"ltr">Will - 382001570 <br=
><a href=3D"mailto:Tigers@embarqmail.com"; target=3D"_blank" rel=3D"nofollow=
noopener noreferrer">Tigers@embarqmail.com</a></div></div></div><br></div>=
<br><div class=3D"gmail_quote"><div dir=3D"ltr" class=3D"gmail_attr">On Fri=
, Jul 16, 2021 at 9:46 AM Larry Mayfield via Tigers <<a href=3D"mailto:t=
igers@autox.team.net" target=3D"_blank" rel=3D"nofollow noopener noreferrer=
">tigers@autox.team.net</a>> wrote:<br></div><blockquote class=3D"gmail_=
quote" style=3D"margin:0px 0px 0px 0.8ex;border-left:1px solid rgb( 204 , 2=
04 , 204 );padding-left:1ex"><div lang=3D"EN-US"><div class=3D"gmail-m_7962=
838752157310756WordSection1"><p class=3D"MsoNormal">I have owned my T=
iger since Jan 1967, bought it used. Has been sitting quietly now for=
quite a number of years. And I want to drive it a bit more now. But carbs =
are so old fashioned, lol. So, seeking information from the groups experien=
ces, those owners who have replaced the carb with an electronic injected ve=
rsion: either 2 bbl or f bbl versions. If 2 bbl then I would just use the c=
ast iron intake manifold. If 4 bbl I need to know which is best for a bone =
stock 260 cid which so far in my ownership has never been apart. =
; I tend to lean toward a 4 bbl version as I have a 5 bolt 289 with some pe=
rformance capability and I would need to buy a manifold for that. I a=
lso have my 260 LSR motor which has the full treatment and is a real race m=
otor. So, seeking real world experience on what and which brand=
s are most user friendly while putting out power for driving around, having=
some fun (again). <u></u><u></u></p><p class=3D"MsoNormal"><u>=
</u> <u></u></p><p class=3D"MsoNormal">Larry, mayf, drmayf etc<u></u><=
u></u></p><p class=3D"MsoNormal"><u></u> <u></u></p><p class=3D"MsoNor=
mal"><u></u> <u></u></p><p class=3D"MsoNormal"> <u></u><u></u></p></di=
v></div>_______________________________________________<br>
<br>
<a href=3D"mailto:tigers@autox.team.net"; target=3D"_blank" rel=3D"nofollow =
noopener noreferrer">tigers@autox.team.net</a><br>
<br>
low noopener noreferrer" target=3D"_blank">http://www.team.net/donate.html<=
/a><br>
Archive: <a href=3D"http://www.team.net/pipermail/tigers"; rel=3D"noreferrer=
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nofollow noopener noreferrer" target=3D"_blank">http://autox.team.net/archi=
ve</a><br>
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_blank">http://autox.team.net/mailman/options/tigers/tigers@embarqmail.com<=
/a><br>
<br>
<br>
</blockquote></div>
<br>_______________________________________________<br><br>tigers@autox.tea=
m.net<br><br>Donate: http://www.team.net/donate.html<br>Archive: http://www=
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