On the fuel-injected front, one of the easiest and cheapest ways is to purchase a well-used pickup like this 1990 GMC Sierra. Make sure that you get the computer, wiring harness, injectors, relays and the complete system from the donor vehicle to avoid endless troubleshooting problems.
On the fuel-injected front, one of the easiest and cheapest ways is to purchase a well-used pickup like this 1990 GMC Sierra. Make sure that you get the computer, wiring harness, injectors, relays and the complete system from the donor vehicle to avoid endless troubleshooting problems.
Even today, small block 350 Chevy engines like this are cheap and plentiful. This one sports throttle body EFI, but is easily converted to either sequential injection or carbureted form.
If you’re building a 1932-34 Ford and want modern drivability but a classic blue oval small block V-8, there is no better way than using a 1987-93 Mustang 5.0 as a donor car, since the parts are cheap and plentiful.
The sequentially-injected 302 Ford V-8 almost rivals the small-block Chevy in popularity and is backed by a ton of companies that supply speed parts for it. It is extremely durable, and the fuel injection system is easily accepting of power adders like super and turbochargers.
If you would like something really different and more traditional, you can always opt for an old carbureted straight six, like this Studebaker 170 cubic inch, though parts are often very hard to come by, especially when it comes to improving air and fuel delivery.
Once you’ve found a suitable donor car, you’ll want to remove the engine, drain the fluids and inspect it. This is a sequential fuel injected 302 that’s destined for a supercharger and duty in a lightweight coupe. The fuel system will be upgraded with high flow 42 lb fuel injectors and a high flow 255 liters per hour electric pump, to cope with the increased level of air delivery via supercharger boost.
Choosing the right carburetor hinges on many factors, namely your goals with the car. Besides OE used carburetors, companies like Barry Grant, Edelbrock and Holley can supply brand new ones, many of which are based on classic designs.
The right intake manifold is just as crucial as carburetor selection. This cross-ram unit is a fairly exotic piece, designed to maximize mid-range power, making it ideal for passing or road racing.
Sequential fuel injected engines totally separate the air and fuel parts. The air is channeled from an inlet tract and throttle body through individual runners to the combustion chamber. The unique elbow seen here is unique to the 1994-95 Mustang V-8 engine and often requires a special inlet elbow.
Used throttle bodies can be picked up very cheaply these days. The size of throttle body can have a major impact in airflow and the amount of power you can make. Most run 60 to 80 mm in diameter.
This lower intake manifold for a sequential fuel injected Ford application features staggered runners to improve air flow efficiency, ultimately resulting in better combustion and increased power and torque. Sequential fuel injected engines often have the airflow metered by Speed Density or Mass Air. On Mass Air systems like this, a small sensor mounted in the inlet tract precisely measures the rate of air flowing into the throttle body and relays it to the engine’s computer, which adjusts the fuel flow to compensate.
A set of good quality injector rails are crucial when planning an EFI install or conversion. These units, available from Professional Products, are designed for 302 Ford engines and support 24 and 36 lb injectors, making them ideal for most mild street and performance applications.
Choosing the right injector size is critical to getting the best out of your engine. Many enthusiasts use too large an injector, which actually robs them of power.
ther components to consider with fuel injected systems are the lines, pump and fuel tank. Shown is a 1986-89 Ford system with a 15.5-gallon tank and pump housing. The high flow pump fits inside the housing, which is then installed inside the tank via a lock ring and gasket. This not only makes pump operation quiet, but the fuel in the tank also cools the pump, which improves operation and extends life.
Even with a small block Chevy crate engine, aluminum intake manifold and Edelbrock carb, you can still have a great looking traditional style rod.
At the other extreme, a trick fuel injection system can add the finishing touches to an all-out show car like this gorgeous 1956 Chevy.
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How to Change the Sway bar bushing and sway bar endlink on new beetle (1)
The sway bar (sometimes called anti roll bar) connects the left and right suspension to the front subframe. There are bushings on the middle and ends (end links). Your VW TDI only has a sway bar in the front, there is no sway bar in the rear because it's a torsion beam suspension.
How to Change the Sway Bar Bushing and Sway Bar Endlink on New Beetle (2)
Raise the front end of the car, chock the rear wheels, remove the front wheels, rest the car on jack stands, and make sure the car is safe and secure before getting underneath at all, see the TOS Agreement for the legal disclaimer.
The Working Principle of Independent Front Suspension (4)
Overall, with the vast plethora of Mustang II-style IFS kits ranging from basic budget setups to fully polished showpieces on the market today, there is very little reason to go with a used Camaro front clip.
