Compare costs, read reviews, and get the best deals on aftermarket or replacement Engine Long Block. Free Shipping on all qualified orders! A tech article on swapping a Chevy v-8 small block into your Chevrolet S-10. Find all the details inside Hot Rod Magazine. Thousands of free pages of hot rod, street rod, custom, truck, auto restoration, engine, suspension, rod and resto building. Hundreds of tech articles plus serious forum.

TECH NOTES: Edelbrock heads are sold individually (except Flatheads, E-Street & E-Series small-block applications)- check listings for details.

Carburetor and EFI Conversions - Engine Builder Magazine. The Edelbrock E Street EFI system features a universal throttle body designed to fit any V8 engine originally equipped with a carburetor and intake manifold with a square- bore, 4. The systems include easy- to- use software preinstalled on the supplied touch screen Android tablet. Carburetors have long served the performance aftermarket and racing industry well.

Large inventory of rebuilt carburetors. Automotive, truck carburetors, and marine carburetors. Carburetors are tested and idle adjusted. Call 1-800-250-8746. CHEVROLET 262-400 SMALL-BLOCK V8 PRO-FLO XT EFI (1500-7000 RPM) Pro-Flo XT intake manifolds are engineered with a large plenum and long tapered runners to deliver.

Information about Small Engine Carburetors, Various Fuels and Fuel Systems. Chevelle Parts and Chevy Chevelle Restoration Parts. 1964-1977 Chevelle Performance Accessories. Introduction to Restoring Your Chevy Camaro 1967 - 1969 Covers drivelines, bodywork, interior and trim, suspension, brakes, chassis, and steering.

Although they disappeared from new vehicles back in the late 1. NASCAR finally abandoned carburetors in favor of fuel injection. Intake vacuum siphons fuel from the fuel bowl through the main metering circuit and idle circuit so it can mix with air as the air/fuel mixture enters the intake manifold. Cold starting requires a fairly rich air/fuel mixture, so a manual or automatic choke is needed to restrict airflow into the carburetor and to increase the throttle opening for a faster cold idle speed while the engine warms up. Chokes require adjusting, and can be troublesome. Race carburetors have no chokes because they get in the way which can make starting difficult in cooler weather.

Carburetors also have adjustment screws for the idle mixture and idle speed. The idle mixture affects idle speed, so the two have to be adjusted more or less simultaneously so the idle will not be too fast or too slow.

Setting up the accelerator pump can also be tricky because too much fuel is just as bad as too little fuel. And if somebody pumps the throttle linkage a little too much when cranking the engine, they can flood the engine and wet foul the spark plugs. As soon as the air temperature or atmospheric pressure changes, it’s out of tune.

The float level setting inside the fuel bowl affects the air/fuel mixture, which is determined mostly by the size of the main metering jets or needles. Adjusting the air/fuel mixture requires manually changing the jets to richen or lean the fuel mixture. On a hot summer day, warm air is less dense so smaller main jets are needed to maintain the same air/fuel ratio. Conversely, on a colder day air is more dense so larger jets are needed to prevent the air/fuel mixture from leaning out. But with fuel injection, you don’t need a screwdriver or wrenches to change jets, accelerator pumps and power valves because Electronic Fuel Injection (EFI) is self- tuning. Throttle position, air temperature and manifold absolute pressure (MAP) are also monitored by separate sensors. Feedback from these sensors allow the EFI control unit to constantly fine tune the fuel mixture to changing operating conditions.

A fuel pressure regulator maintains steady line pressure to the injectors, while the EFI control unit determines the duration (on time) of each injector when fuel is sprayed into the engine. Increasing injector duration adds more fuel while decreasing injector duration leans the air/fuel mixture. With multi- port EFI, each cylinder has its own separate injector and fuel is sprayed directly into the intake ports in the cylinder head. If the multi- port EFI system has “sequential” injection, each injector is triggered individually rather than gang fired, which allows for faster, real time air/fuel adjustments. Currently, there are no aftermarket GDI conversion kits available. Such a kit would require different cylinder heads, different pistons (because GDI pistons usually have depressions, pockets and/or ramps to direct airflow within the cylinder), and a high pressure mechanical fuel pump. However, there are numerous aftermarket throttle body and multi- port EFI conversion kits that allow almost any carbureted engine to be converted to EFI.

A more homogeneous air/fuel mixture improves cold starting, idle smoothness, throttle response, fuel economy and emissions. It doesn’t alter the basic look of the engine or intake plumbing. It’s an ideal upgrade for a vintage muscle car, sports car, classic car, street rod, resto rod or race car (if rules allow it). Many of today’s resto rods are fueled by some type of EFI system (OEM or aftermarket). With EFI, you don’t have to wait five minutes for the engine to warm up before you can drive away without the engine bogging or backfiring. An EFI conversion allows the engine to fire immediately with the first crank, to idle smoothly whether the engine is hot or cold, and to accelerate without any embarrassing pops, sputters or bogs. An engine can usually handle a throttle body with larger bores (and thus more CFM airflow) with EFI.

Some throttle body EFI systems are rated at 1. CFM, which is considerably more than your typical 6. CFM carburetor that’s often used on a small block or big block motor.

A carburetor that’s too big for a given engine will often have poor throttle response and torque at low to mid- range RPM, but work well at high RPM. With EFI, a larger throttle body works well at all engine speeds. Some EFI suppliers claim the change is good for 2. With a carburetor, droplets of fuel can separate and puddle when the air/fuel mixture turns corners. The end cylinders also tend to run leaner than the center cylinders in V8 engines with a carburetor.

Some intake manifold designs do a better job than others of equalizing airflow and fuel distribution, but with multi- port EFI it is less of an issue. With dual EFI throttle bodies, up to 1,2. Programming allows the EFI control unit to adjust the fuel mixture and timing under boost pressure or when the engine receives a shot of nitrous. For serious racing, the more advanced professional high horsepower port EFI systems do require a laptop and advanced tuning skills to dial in. The fuel mixture and ignition timing maps can be worked out on a dyno or with the engine in the vehicle – the latter typically results in a better tune because it takes into account the effects the transmission, drivetrain and exhaust system have on engine performance. The more sophisticated the control unit, the more data points it allows in the fuel and ignition maps. Some original equipment EFI systems are also speed- density systems (Chrysler and older GM Tuned Port Injection), but most are “mass airflow” systems that use an expensive MAF sensor mounted ahead of the throttle body to read airflow into the engine.

MAF systems are more accurate but are also more sensitive to vacuum leaks and dirt contamination. The device allows the EFI controller to be programmed with the basic setup information it requires to operate the system. This includes inputs such as engine displacement, number of cylinders, cam duration, fuel pump type (pulse width modulated with no regulator, pulse width modulated with regulator or non- pulse width modulated with regulator), desired idle RPM and rev limit. Some EFI conversion kits also have the ability to control ignition timing. The O2 sensor signal is used for short term and long- term fuel trim adjustments at various engine speeds, loads and throttle positions. This generates a map of what adjustments are needed to maintain the proper air/fuel ratio during various operating conditions, ranging from idle to part throttle to cruise to wide open throttle.

From that point forward, adaptive learning will continue to fine tune the system as operating conditions change. Additional tweaks can be made on some systems with a laptop if further changes are desired.

There are some disadvantages to consider compared to a carburetor. If they are used to fiddling with a carburetor and have good carburetor tuning skills, they will usually stick with what they know rather than venture into the unfamiliar territory of EFI.

These types of customers may be converted to EFI if they see the advantages EFI provides on somebody else’s engine. The self- tuning EFI kits also reduce the intimidation factor of converting a carburetor to EFI. Photoshop Cs 5 1 Keygen Mac 2016. The sensor can be installed in either exhaust manifold or header collector on a V8 or V6 engine. This provides somewhat less than an ideal feedback because the sensor is only reading one side of the engine.

Introduction to Restoring Your Chevy Camaro 1. Because there are plenty of books available that cover just about every aspect of the history behind the Camaro, this chapter gives a brief overview of Camaro history before we move on to how to go about restoring one. The first Camaro was introduced to the public on September 2. Mike Antonick, author of Camaro White Book.

The Camaro was GM’s response to Ford’s Mustang, and this worthy competitor became an automotive icon of its own. Chevrolet made huge efforts in step- ping outside the box when designing the Camaro. It was the first car to utilize a front subframe mounted to a unitized body with rubber bushings to isolate road noise and vibration. This gave the Camaro a more refined feel compared to other cars compet- ing in the same market segment.

The car was large enough to seat four people, but small enough with optional power plants to be truly competitive with other manufacturer’s cars on the street and the track. This Tech Tip is From the Full Book  “HOW TO RESTORE YOUR CAMARO 1. For a comprehensive guide on this entire subject you can visit this link: SHARE THIS ARTICLE: Please feel free to share this post on Facebook / Twitter / Google+ or any automotive Forums or blogs you read. You can use the social sharing buttons to the left, or copy and paste the website link:  http: //www.

These were the days of “race on Sunday and sell on Monday.” To help boost sales, Chevrolet spent a lot of time, money, and energy covertly supporting the Camaro in SCCA racing. Entrepreneurs funded most of the drag- racing campaigns without help from the factory. Vince Piggins, Bill Howell, Paul King, Paul Prior, Jim Travers (TRACO), Smokey Yunick, Don Yenko, Fred Gibb, and many more were all in the right place at the right time to make the Camaro an American icon. Even a dilapidated Z2. This was extremely late in product develop- ment considering only three months later, the public was seeing a completed car for the first time. Some changes were made between the 1.

Major design changes were made to the 1. Camaro body and dashboard. Even though first- generation Camaros are very valuable compared to most other 1. GM models, some Camaros are even more valuable than others. Valuable Camaros. The most desirable first generation Camaro options for a collector are: COPOs (of these Camaros, the most well known is the ZL1), Pace Cars, Vintage Trans- Am racing cars, Z2.

SSs,RSs,and. JL8s. COPO Camaros. COPO stands for Central Office Production Order. The ultimate big- block street Camaros and many renowned racing Camaros were the most- well- known Camaros ordered through the Central Office. The Central Office was in charge of fleet and special orders that required engineering to fill a request. This included fleet trucks and specialty vehicles requiring combinations of parts not included on the list of Regular Production Order (RPO) vehicles. The system used to place orders through this office and the significance it could have on production cars was unknown to the public and also to most car dealers. In 1. 96. 8, the Central Office started building special high- performance Camaros.

Don Yenko, of Yenko Chevrolet, and Fred Gibb, of Fred Gibb Chevrolet, are known as two of the most influential dealers in getting the COPO Camaro programs in full- swing in 1. Don Yenko is known to be the man who started the COPO 9. Camaros, and he had a lot of success selling them, starting at $4,2.

Fred Gibb pushed an order through the Central Office for 5. COPO 9. 56. 0 (ZL1 aluminum 4.

Camaros and had major problems selling these cars because the aluminum engine raised the base- model price of $2,7. Sales were extremely slow on the high- stickered 9. Gibb was able to get the Central Office to redistribute more than half of the ones he ordered. Only 6. 9 9. 56. 0s were produced, including the 5. Gibb ordered. Due to limited production of COPO Camaros, they hold the highest value today. As with any collector car, its value depends on its condition.

If a Camaro is in horrible shape with blowing smoke from loose rings and full of rust holes the size of baseballs in the quarter panels, it’s not going to be as valuable as a Camaro in much better shape. On the flip side, a complete COPO Camaro with tons of rusted panels—as if it had laid in a creek bed for 4. RS Camaro, because of its restored- value potential. COPOs are very rare in comparison with the RS Camaro. For true collectors, an unrestored complete car is worth more than a restored car.

The reason for this is the buyer has no real clue as to how well the restoration was done or if the parts are really the original parts. Another highly valued COPO is the COPO 9. ZL1 engines and a long list of custom options. Their current existence is unknown. Double COPO Camaros were 1. COPO 9. 73. 7 added to the COPO 9.

COPO 9. 56. 1 (cast- iron 4. The 9. 73. 7 package was considered to be the “Yenko Sports Car Package” and included a 1. The 1. 96. 9 models also used 1. X7 YH rally wheels and E- 7.

WTGT tires. The COPO 9. COPO, making 1. 96. Camaro double COPO. The ZL1 (COPO 9. 56. COPO Camaros. There were 6. According to historians, a limited run of 9.

ZL1 engines were built. Only 6. 9 of them ended up in production 1. Camaros, two ended up in Corvettes, two landed in the COPO 9. Camaros, and left- over engines (supposedly only 1.

The COPO 9. 56. 0 wasn’t just about the ZL1 aluminum 4. It was also equipped with a heavy duty 1. COPO 9. 56. 1 Camaros had the same options as the 9. L7. 2), and it didn’t have the transistorized ignition. Production numbers were not kept as well as the ZL1- powered COPOs, but the best records show that between 7. Pace Cars. There’s not much documented history on actual production numbers and equipment available on Pace Car Camaros, but there is enough to get collectors spending their money. Of the first three years that the Camaro was built, it was chosen to pace the Indianapolis 5.

Each time, two specially equipped cars were built to pace the race. There were many other Camaros painted and equipped to look like the actual Pace Cars and they were dis- persed to officials and others  for pro- motional purposes. The values of the first- generation Camaro Pace Cars are different, with the highest value placed on cars that actually paced the race. The other Pace Cars and subsequent clones have varying values. The Pace Cars were equipped with small and big block Chevy engines. The 1. 96. 7 Indianapolis 5.

Pace Car is rarer than the well- known 1. Pace Cars. About 8. Pace Cars were produced. Two cars were built to pace the race, and the others were dispersed to Speedway officials, commit- tee members, and other dignitaries. The production of the 1. Indianapolis 5. 00 Camaro Pace Cars was much higher.

In 1. 96. 7, two were specially built for on- track duty at the Indy 5. Festival Queen, and about 1. Speedway officials, committee members, and other dignitaries. Later in 1. 96. 9, Chevrolet produced more than 3,6. Vintage Trans- Am Racing Camaros. Camaros with documented vintage Trans- Am racing history are some of the most desirable and valuable first- generation cars.

Log books showing true racing history and historic photos really drive up the value of any vintage race car. Without the original log book, these cars have very limited value. Many of these cars that survived were cut up and altered to continue racing through the 1.

Even as altered as these cars have been, they have huge value and can be restored back to their late- 1. Z2. 8 Option. Chevrolet had to retaliate against the Ford Mustang, which was successfully winning in SCCA racing, by producing a Camaro model (Z2. The high- winding 3.

Camaro extremely competitive, and since Chevrolet produced more than 5. Z2. 8s, they were legal for SCCA competition.

Z2. 8 Camaros are loaded with performance options specially picked to make the Z2. SCCA Trans- Am competition. Those options included a high- performance 3.