OK - on the 88 coupe we have turned into a landspeed racer, the next mod is to put a HSR onto it. The goal is to get over 150 mph in a 1.3 mile run at El Mirage.

slalom4me has been exceptionally generous with both his time and parts to assist us. So now we are in the middle of the conversion. A few issues showed up as we removed the TPI setup.

1. the tubes seem to be coated inside with soot / carbon? The only thing I can figure is an overoiled K & N air filter. Anyone else ever seen this?

2. A boat load of corrosion in the coolant chanels and fittings and lots of pitting! - Would this be caused by using non aluminum antifreeze?

3. Electrolysis of TorX bolts. 12 hours, 3 different impact wrenches, 4 broken torx bits, a great big torch - and alot of swearing - to finally remove the 12 bolts. it's clear someone had been in this engine before - and as a parting gift for me - they didn't bother with antiseize agent on the bolts. (you would have thought they knew better - they had to helicoil 1 of the bolt holes (put it in crooked of course) so I would assume they knew of the problems with non similar metals - but what do I know!

Now here where I need your help. Not all of the stuff on the TPI setup is accounted for on the HSR. So you need to tell me if I need it or not - I guess my big concern is what things would have an effect on the computer!

On the right side of the engine is a tube wrapped in heat foil that runs from the exhaust back into the TPI. The tube has a bung in it and a wire . No mounting holes in the HSR. What is it? is it nessisary to replace or rig around? will it affect the computer?

More later as we continue the work - so please check back regularly if you can help us out!

Thanks
Carl Johansson
Car 1331 - GT C
88 corvette coupe!

 

EGR tube.

The HSR has no provision for EGR. Remove tube and set aside.
One solution is to fabricate a diamond-shaped block-off plate to
seal the resulting opening in the mating tube to the pass manifold.



.

 

Soot in the runners is probably from the valve cover vent tube blowing crankcase pressure into the throttle body.

 

thanks guys - so I do not use an EGR for the HSR - correct Ken?

Injector ORings? - I assume top and bottom Orings on the injectors are the same part number - correct? I just bought a set from NAPA - and they are not as "tall" as the presumably stock setups - in other words the oring doesn't fill up the grooves from top to bottom - so trash the NAPA crapa and go OEM?

More to follow with photos - if you participate - who knows what wonderous photos you will be subjected to!

Carl

 

Ok Guys,


So what is this? I assume it's polution control related. More importantly, what do I do with the 2 plugs when I convert to the HSR - and how will it affect the computer?

And is this next photothe "9th injector" I have read about. and if so - do I just ignore it for the HSR install? and if so - what do I doi with the wire leads?



Thanks
Carl Johansson

 

The first part is a Diverter valve. My vote is that on an '88, it controls
output from the A.I.R. pump, directing this to the exhaust manifolds
and the catalytic converter upon command by the ECM. Secure the
connectors and place this valve on the shelf.

The second part is the Cold Start Valve that appeared on 85-88 TPI
cars (right, 67RivGS!). My vote is to secure the connector and place
the CSV on the shelf with the rest of the TPI parts. I don't know, but
I suspect that the chip for the ECM may require a tweak to acknowledge
that the CSV is no longer present.

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I've built a HSR for my 87:
1. All info to this post is correct
2. There is no CSV setup on the HSR manifold, so put aside and save or sell... alot of guys need one.
3. You'll need to chip it for the HSR/CSV and have the setup mix changed, may i suggest Alvin @ pcmforless. Just give him all the info and he'll set the chip, include everything removed and all the rest of the engine specs and parts, after that, the best way is to datalog after startup to run temp and send back to Alvin for final tweak. This worked great for me... car ran great with 1st pass, and better with final log tuning. If i can help, drop me a line.

 

Top and bottom o-rings are the same on the injector.

NAPA may have OEM-style parts available. I would not settle for
something less in this particular application. It is a safety issue and one
that is inconvenient/difficult to resolve when problems arise at remote
locations.

The OEM o-rings are available as a kit of 16 pcs for about $15-$20
under ACDelco #2171379 or GM #17113544. These replacements
will be blue, they are said to be service parts to replace the black/brown
OEM parts.

.

 

Will someone who has used the Holley fuel rail and the matching AFPR
confirm that the outlet port of the AFPR as illustrated below takes a
male -6AN O-ring fitting, not a male 1/4" NPT.



Thanks,
Ken R.

.

 

I got a Billet Kirban because the older Holley AFPR is a POC.

But I used a 6-an



https://secure.mysuperpageshosting.c...com/index1.htm

 

So this means a male fitting with a 9/16-18 thread on a straight shank,
and an O-ring where the threads end under the wrench flats?

Like this - 849006ERL



As opposed to a tapered NPT thread.

.

 

Got the oEM's - just got done replacing them on the injectors - thanks Ken. I wish the AFPR's oring was the same blue stuff - it looks like it came with a NAPACRAPA oring!

 

Yep, I have it in my hand as we speak, its a straight thread.

ID of the tapped hole is .492"

OD of male fitting is .555"

 

LD85, thank you for confirmation about the AFPR return port threads.

The Kirban #6547 AFPR ($105) is a nice looking piece. The Holley unit
Carl has is a relatively recent production item. Hopefully, it will be
adequate for his needs this season - he has future plans that may/will
make the AFPR redundant.

Carl, there is a p/n for a kit of O-rings for points on the OEM fuel rail
- I don't know with certainty that there is one that will be right for
use on the Holley but you could look at the kit and decide before
buying. (The OEM FPR mounts in the circuit differently than the Holley.)
$15-20 for ACDelco #217440 or GM #17111696.

The kit contains nine parts of which you MAY be able one for the AFPR
where it inserts into the rail.

My vote is that unless you've come across reports of troubles with the
O-ring supplied by Holley, then use it.

Just be sure to wet the O-ring with saliva (or ...) to ensure it goes into
position without danger of tearing.

.

 

Carl, are you going to start out with the OEM 22# injectors and watch
duty cycle for signs as suggested or will you be installing blue Ford 24#
injectors right away?

(Stock '88 L98 A4 w/ open exhaust. OEM fuel pump)

.

 

The newer models supposedly don't have the problem with erratic adjustment readouts on the guage, but keep your receipt and they will replace it if it goes bad,, I got mine used which in the long run was a mistake.

As mentinoed before, the newer intake ports also have more meat for porting to a 1206 which is another added benefit for long term.

 

Is this the part you need?

- 9894DBJERL Earls Fitting, Power Fuel Injection Adapter, -6 AN Hose End to 16mm x 1.5 Female
Is this what they sent you?

- 991955ERL Earls Fitting, Adapter, AN Flare to Metric, -6 AN to 16mm x 1.5 Male
.

 

Carl

 

Took out the old coil in dist unit - replaced it with a seperate coil unit. But now I have 4 wires that used to be connected to the distributor/coil - and the new distributor has a 2 wire harness - red and white - anyone tell me what goes where?

Carl J

 

Does the OEM '88 TPI fuel rail look like this?



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