EFI and Intake Manifolds
The LS engine platform is versatile; as such, you have your choice of carburetion, central fuel injection, or multi-port injection. It all depends on the application and performance goals. The advantages of running a carburetor include lower cost and a more simplified system. Central injection, also called throttle body injection (TBI), involves running a carb-style intake manifold with a throttle body that features built-in injectors. Multi-port injection provides a “factory” approach, utilizing an air throttle body with an injector dedicated per cylinder, injecting fuel into each intake runner.
The MSD LS ignition controller kit includes everything needed for installation except of a pair of coil harnesses, which can be purchased from any Chevy dealer (or you can use the coil harness that originally came with your engine). Three versions of controller are available: one for a 24-tooth reluctor, one for a 58-tooth reluctor, or a new version that will work with either reluctor tooth count.
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Running a carbureted LS engine is extremely simple and requires no modifications. The fuel system requires no electronic management. Simply bolt on a carb-style intake manifold and carburetor. For ignition, you’ll need an ignition controller, a set of eight coil packs, and the harness to connect the controller and coils. MSD, for example, offers a 6LS ignition controller for either 24-tooth reluctors or a 6LS2 controller for 58-tooth crankshaft reluctors. The MSD harness connects the controller to the coils, the cam position sensor, and the crank position sensor. No programming is needed. The ignition controller includes a set of preprogrammed plug-in “chips,” each with its own ignition curve. Or, you can create a custom curve using the included CD and a laptop or desktop computer. For those who prefer the appearance, simplicity, and lower cost of a carb setup, this is the easiest and least expensive approach. ECU is not needed; only the small ignition controller is required. MSD also recently introduced an LS ignition controller that accommodates either reluctor wheel tooth count.
Changing the ignition curve on the MSD controller is as simple as plugging in a different chip. Each chip is numbered. The instruction manual provides the ignition curve that each chip offers.
For those who prefer fuel injection, the next level involves TBI, which is often referred to as a “wet”-style throttle body. Using a carb-style intake manifold, an injection-equipped throttle body mounts like a carburetor. This wet-style throttle body handles both air and fuel in one package, distributing the mixture from the central location above the manifold runners. The throttle body features built-in fuel injectors and somewhat resembles a 4-barrel carb in appearance. A built-in throttle position sensor is featured as well. A kit includes the appropriate wiring harness and a controller, which can be programmed or, depending on the make and model, run as-is, with a self-learning program that adjusts fuel and spark as you drive. Toss in a set of eight coil packs, and you’re ready to go.
Be aware that depending on the aftermarket kit you purchase, you may need to also obtain a pair of coil pack harnesses. These are readily available from a GM dealer.
Another option is to use a carb-style intake manifold, an air throttle body, and eight individual fuel injectors that are placed in bungs at the base of each intake runner. This provides a carb-style air intake coupled with direct-port fuel injection. Again, since we need to control both fuel and spark, a controller and wiring harness are required in addition to the coil packs. These systems may be obtained as individual components or as a complete kit. Multi-port fuel injection intake manifolds are also available for mounting the air throttle body up front, referred to as “longitudinal” intake manifolds.
The final option is a factory-style crossover intake manifold that resembles the OEM system in terms of overall appearance and design.
Either a factory or aftermarket ECU is required to control both fuel and spark. While respectable horsepower and reliability may be obtained with any of these approaches, fuel injection offers a more precise approach that is less susceptible to temperature, humidity, and altitude issues, but those who are adept at carburetor tuning may feel more comfortable with a carb setup. As an example, my shop has built a number of carb-equipped and TBI-equipped LS engines, producing from 625 to more than 670 hp. Your choice will depend on budget, preferred appearance, and application. Manufacturers such as Holley, Edelbrock, and others offer a wide range of fuel and air delivery components and systems for Gen III and IV LS engines.
Intake Manifolds
For those who wish to run either carburetion or a central fuel injection setup, a host of intake manifolds are available through the performance aftermarket. Holley, for example, offers single-plane, dual-plane, and hi-ram intake manifolds that accept a single or dual 4-barrel carburetor setup or a central injection throttle body such as those offered by MSD, FAST, and others. Another option is to run a carb-style intake manifold that accepts an air intake throttle body, along with per-cylinder fuel injectors via injector bungs machined into the manifold runners.
Multi-port fuel injection manifolds of the longitudinal style (similar to OEM) are available in a wide range of designs by Holley, Edelbrock, FAST, and others. These involve a large plenum with either high- or low-profile designs, accepting a front-mounted throttle body. This style is ideal for those who want to upgrade their existing factory manifolds.
Dart Machinery, a long-time major player in the development of high-performance and racing LS blocks and cylinder heads, now offers two intake manifolds for the LS platform for those wishing to run either carburetors or central throttle bodies. A 10-degree Box Ram intake features tall runners and a billet pent-roof top plate. Another version features a single 4150-style carb or throttle body flange.
Our Holley single-plane intake manifold PN 300-132BK features a black ceramic coating and cathedral ports (LS1/LS6/LS2 style) and is designed for an optimum operating range of 2,500 to 7,000 rpm. Ports measure 2.66 inches high x .92 inch wide. The 4150-style square-bore flange accepts up to 1.75-inch-diameter throttle bores, and the height from the valley plate to the carb flange is 4.95 inches.
The Holley Hi-Ram intake PN 300-226 offers a modular design, allowing a single- or dual-carb setup, with a top plenum box available for either approach.
Either manifold is available with or without injector bungs. The extra-tall/ long runners provide higher horsepower and an extended RPM range.
Dual-carburetor plenum PN 300-216 is shown here. The plenum bolts to the manifold and is sealed with an O-ring strip.
In addition to square-bore manifolds for LS cathedral-port heads, Holley also offers a single-plane intake with LS3-style rectangular ports as well as with LS7 ports.
Throttle Body Injection
As mentioned earlier, throttle body injection (TBI) involves a throttle body with built-in fuel injectors in one neat package. Examples include Holley’s Terminator EFI and new Sniper EFI, FAST’s EZ-EFI, Edelbrock’s E-Street and Pro-Flow 3, and MSD’s Atomic EFI. For those who wish to obtain a simple-to-install electronic fuel injection atop a 4-barrel intake manifold, these systems are the perfect solution. The all-in-one air/fuel unit mounts just like a carburetor, requiring minimal wiring. Fuel injectors, throttle position sensor, and ECU are built into the unit. Most are rated to handle up to about 650 hp. As one example, I’ve used Holley’s EFI Terminator on an LS build that dyno’d at 657 hp. Setup was surprisingly easy and produced a better power and torque curve than the dyno shop’s dyno-proven “known good” custom carb.
During one particular build, we fitted LS3-style Trick Flow heads and a Holley LS3-style manifold along with a Holley 850-cfm carb. Interestingly, we tried a 1-inch carb spacer and picked up another 10 hp on the dyno.
Holley’s EFI Hi-Ram longitudinal intakes are available to accept 92- to 105-mm throttle bodies. These intakes are available for either cathedral-port (LS1/LS6/ LS2) or rectangular-port LS3/ L92-style heads, with finishes in natural or ceramic black. Injector bungs are featured, to be fed with a billet fuel rail at each bank. (Photo Courtesy Holley)
A pair of Holley 600-cfm Ultra carbs are mounted “sideways” on the plenum to facilitate a throttle linkage system. This induction setup on a 408-ci LS engine equipped with Trick Flow heads pulled 670.5 hp at 6,500 rpm on the engine dyno and 581.7 ft-lbs of torque at 4,900 rpm. Perhaps not a practical street setup, but it sure looks cool and loves high RPM.
Holley’s Sniper longitudinal EFI intakes are fabricated sheet-aluminum units as opposed to cast. They are available for various throttle body sizes, in cathedral or rectangular ports, in natural, polished, or black. (Photo Courtesy Holley)
Weiand’s cross-plenum EFI intake is a cast-aluminum unit, available for cathedral-port applications. (Photo Courtesy Holley)
Among the factory and aftermarket multi-port injector manifolds available, Edelbrock now offers a very cool Cross-Ram intake specifically for LS3-style heads. This features a relatively low profile and long-runner design that accepts two 90-mm throttle bodies, making it a great choice for those who intend to run twin turbochargers. These are available with the right and left plenums in either red (PN 7141) or black (71413). (Photo Courtesy Edelbrock)
Fuel Air Spark Technology (FAST) offers an array of multi-port injection manifolds, constructed of high-strength polymer in a module design of an upper plenum and runner bottom section, allowing porting of individual runners. Selections include the LSX, designed to accept a 92-mm throttle body for cathedral-port heads, and the LSXR, designed for a 102-mm throttle body, with applications including LS1/LS6/LS2/LS3 and LS7 heads. Also offered is the LSXRT, for use with a 102-mm throttle body, for cathedral-port heads only. Previous intake manifolds featured a silver/aluminum color, while recent models have been released in an all-black finish. Depending on the model, increases of 25 to 30 hp are reported compared to stock manifolds. (Photo Courtesy FAST)
A FAST manifold and fuel rails installed in a Z06 Corvette.
Aftermarket performance wet-style throttle bodies are available in a range of cfm ratings, sometimes in the 900-cfm-or-greater range. Don’t be misled by comparing these ratings to those of carburetors. While a carburetor moves both fuel and air and must be sized according to engine displacement and horsepower, an EFI throttle body will simply make the volume of air that is needed at a specific time.
For the dual-carb setup, a pair of 600-cfm Holley Ultra carbs, PN 80801-RD, worked well on a 408-ci LS build along with a tunnel ram manifold.
The FAST composite manifolds are modular. With the top plenum removed, individual runners are accessible for custom porting.
More recent introductions include Wilson Manifolds’ new LS applications for EFI setups, including one with a flat billet top plate that allows mounting a pair of 4-barrel air throttle bodies and one with a low-profile system that accommodates a single front-mount throttle body and includes extra nitrous injection ports. All components are CNC-machined from billet-aluminum stock. Wilson is well established for providing induction systems for professional racing applications that also apply to high-performance street use.
Just because you’re dealing with an LS engine doesn’t mean you’re restricted to using fuel injection or ugly factory valve covers. You can easily achieve a radical old-school look by using your choices of carburetion setup and small-block Chevy valve covers thanks to available valve cover adapters. This Hi-Ram Holley intake manifold outfitted with dual 600-cfm Holley carbs and tall small-block Chevy valve covers is a good example. The tall velocity stacks added a nice, radical touch. This example might be appealing for street rod owners who prefer appearance over practicality, especially for those who view “too much” as “not enough.”
Edelbrock’s Pro-Flo XT LS injection system features a large plenum and tapered runners for a broad torque band. This setup reportedly provides an increase of 30 hp over a stock LS6 manifold. Applications for this manifold include LS1/LS6 and LS2. The manifold is offered in either satin or black. The management system includes everything needed for installation. (Photo Courtesy Edelbrock)
This LS7-equipped drag car built by Hutter Engineering of Chardon, Ohio, is a good example of a maximum-output naturally aspirated setup. Note the custom Wilson fabricated intake manifold and dual throttle bodies fed via separate carbon fiber intake tubes.
Dart Machinery has also developed a line of high-flowing tall-runner intake manifolds. This version is its 10-degree Box Ram manifold equipped with a billet pent-roof top plate. It is available with or without injector bungs.
If you’re running a carb setup on an LS engine, consider adding a breather directly to the front of the valley cover. This allows more efficient reduction of crankcase pressure as opposed to breathers on the valve cover(s) only. This involves boring a hole in the valley cover to allow welding an aluminum breather tube, then attaching a breather element. Position it as close to the front intake manifold runners and carb as possible while still providing enough clearance to service the breather element.
Billet-aluminum fuel injector rails commonly allow plumbing crossover hoses in –6 AN or –8 AN size. The –6 is equivalent to a 3/8-inch inside diameter; –8 is equivalent to a 1/2-inch inside diameter. Rails are also available in a variety of finishes, including polished, black, red, or blue.
Dart also offers a 4-barrel long-runner manifold for a single 4150-style carb or throttle body, also available with or without injector bungs. The tall, long runner design definitely will boost the RPM range and will increase power at higher engine speeds.
A sleek new low-profile injection manifold from Plazmaman (an Australian firm) features 100-percent billet-machined construction made of 6061 aluminum, available in port sizes to accommodate LS1, LS3, and LS7 ports. Nitrous compatibility is available with a 16-injector version and built-in burst panels. Finishes are available in clear or black anodized surfaces. Yet another offering is from Magnatron, featuring a CNC-machined lower intake and curved upper plenum, designed to accommodate any size throttle body with available adapters.
A pair of fuel injectors is featured on both the primary and secondary sides of the throttle body. Unlike other TBI units that cover the injectors, the injectors are visible and easily accessed for service to mimic the look of a carburetor.
The FAST EFI throttle body provides the appearance of a carburetor, with multiple injectors hidden behind faux fuel bowl covers. The throttle body features two harnesses, one that connects to the EFI controller and one that connects to the water temperature sensor on the left cylinder head.
The FAST EZ-EFI 2.0 kit includes everything required for fuel management. Our kit even included an inline high-pressure fuel pump and adjustable regulator. For LS applications, the FAST EZ LS ignition controller, which connects to the EFI main harness, is also required.
An example of the FAST EFI throttle body injection mounted to a Holley single-plane intake manifold. The outward appearance satisfies those who prefer a carburetor appearance, combined with the higher fuel delivery precision offered by EFI. Utilizing a TBI unit allows installation of a 4-barrel-style air cleaner. The faux “fuel bowl” covers hide the injectors from view.
The right side of the FAST throttle body features a built-in throttle position sensor.
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The FAST EZ-EFI control module. This can be installed in the vehicle interior.
The FAST EFI throttle body injection system features a handheld control module that can be temporarily connected during setup or mounted in a convenient in-car location, allowing quick and easy adjustments.
The Terminator EFI is available in Hard-Core Gray (as shown here) and in a fully polished version. The Terminator throttle body unit is compact and as easy to install as a carb, featuring two fuel fittings, one for feed and one for fuel return.
The Holley Sniper EFI features a built-in ECU (top image at left) and a built-in fuel pressure regulator (bottom). (Photo Courtesy Holley)
The Holley Terminator EFI system includes everything needed for installation. Setup is fairly easy and straightforward, once you take the time to read the setup instructions! The dark-charcoal anodized finish gives a pro appearance.
The Holley Terminator EFI features 950 cfm of potential airflow, with four integrated 65-pound fuel injectors. Don’t be intimidated by the large airflow capacity. Only enough airflow will be utilized based on the air/fuel delivery requirements at any given engine speed. The 900-cfm capacity is simply the available airflow volume.
The Terminator system includes an ECU that can easily be mounted in a vehicle interior due to the lengthy harness.
Holley’s new Sniper EFI is available in polished, black, or gold. Four injectors, a throttle position sensor, ECU, and fuel pressure regulator are all built into the bolt-on unit. These throttle body injection units are rated as handling up to 650 hp. (Photo Courtesy Holley)
EFI Alternative
Many performance enthusiasts are familiar with Borla, makers of performance exhaust systems. However, you may not be aware of that firm’s entry into the induction market. Borla Induction specializes in fuel injection systems that feature multiple downdraft and sidedraft setups that mimic the appearance of old-school downdraft or sidedraft multiple-carb systems. These assemblies are extremely cool, offering an alternative to more commonplace EFI systems. Complete system offerings include Ford FE, Ford and Chevy small-block, and more, but recently they’ve introduced setups for the LS platform. They’re pricey, but extremely exotic in appearance. The systems combine the vintage look of multiple-carb road race induction with the efficiency of electronic fuel injection. If your budget allows, you need to check this out.
Wilson Manifolds, long known for its race-application CNC and welded aluminum intakes, has released two LS manifolds. The example shown here features a CNC-machined EFI intake with a billet machined upper plenum cover that accepts a pair of billet 4150 or 4500 flange throttle bodies.
Wilson also offers an LS EFI intake manifold with central upper plenum that accepts a range of throttle body sizes and includes extra injection bungs to accommodate a nitrous system.
This hard-wired handheld controller plugs into the main harness and allows system setup, calibration, advanced tuning, on-the-fly programming, and system adjustments when located within the driver’s reach. The handheld controller may be connected at all times but is not necessary if no additional tuning is desired. You must read the instructions for installation and setup of the EFI system. Don’t try winging this. The instructions for setup are lengthy but very easy to follow. Don’t be intimidated by the length of the instructions. If you take the time to read, setup will be a breeze. The controller’s main menu offers selections for gauges (a graphic view of various sensor readings), monitor (numeric views of sensor readings), wizard (creates base calibration and performs TPS setting), tuning (for adjustment of various parameters), and file (allowing you to load and save numerous calibration settings). The amount of information available on the controller is amazing.
MSD Atomic TBI is designed to support up to 625 hp when used with the specified high output fuel pump. (Photo Courtesy MSD)
Throttle Body Size
When upgrading to a larger throttle body on a multi-port EFI engine, what size air throttle body is best? It depends on the anticipated engine speed at the engine’s peak horsepower. A smaller throttle body increases air velocity, and a larger throttle body slows air velocity. Stock LS1/LS6 engines were equipped with three-bolt 75-mm throttle bodies, while LS2 and LS3 engines featured four-bolt 90-mm throttle bodies. Popular aftermarket throttle body sizes range from 90 mm to 105 mm in size, with 90 mm to 95 mm applicable to modified street and street/strip applications. The 105-mm throttle bodies are designed for maximum airflow in wide-open throttle (WOT) applications, such as drag racing.
The MSD Atomic EFI features the following:1. Internal fuel rail that feeds all four injectors. 2. ECU integrated into the throttle body, reducing wiring. TPS (throttle position sensor), MAP (manifold absolute pressure) sensor, IAT (intake air temperature) sensor, and fuel pressure sensors incorporated into the ECU. The only sensors needed for connection are the coolant temperature and wide-band oxygen sensors, which are included in the kit. 3. Fuel delivery handled by four 80-pound injectors. 4. An automatic, self-calibrating, noncontact sensor TPS, so no setup configuration is needed. 5. A throttle body that bolts in place of a standard square bore carburetor and accepts most common throttle and kickdown linkages. (Photo Courtesy MSD)
An Australian company, Plazmaman, has recently released a series of CNC–billet-machined 6061 aluminum low-profile intakes for the LS platform that accept either OEM or aftermarket throttle bodies. The sleek profile and incredibly detailed exterior finish appear to be easy to clean, and this model is offered in either a silver/clear or black “stealth” anodized finish. It is available with 8 or 16 injector ports (added ports for those who plan to add nitrous injection) for LS1, LS3, and LS7 port applications.
Fuel Injector Size
Follow this handy formula to calculate the optimum injector size for your application: (Max HP x BSFC) / (Number of Injectors x Duty Cycle) = Injector Size in Pounds Per Hour
Brake-specific fuel consumption (BSFC) represents the amount of fuel consumed per unit of power produced. BSFC can be found by engine dyno testing, or you can follow these generic guidelines:
- For a high-compression engine of approximately 10.5:1 or higher, running on gasoline, BSFC is about .45 for a stock or moderate build, and about .55 for a highly modified engine.
- For a modified forced-induction engine (supercharged or turbocharged), BSFC is about .55 to .65.
Duty cycle represents the amount of time that a fuel injector is open versus the total time between cylinder firing events. A safe duty cycle for a stock or mild engine is .80, and .85 for modified engines.
Aftermarket throttle bodies are available in a variety of sizes and offer smooth, radiused air inlets and precision-fit blades. For the appearance-minded, they’re also offered in various finishes. (Photo Courtesy Holley)
Dry-style throttle bodies are available in machined aluminum in various anodized color finishes.
As an example, let’s say you plan to obtain about 600 hp with a naturally aspirated gasoline engine that has been highly modified. In this example, we’ll use a BSFC of .55 and a duty cycle of .85. (600 hp x .55 BSFC) / (8 Injectors x .85 Duty Cycle)
So, 330 / 6.8 = 48.5 pounds per hour. As another example involving moderate modifications, where we anticipate 500 hp, we’ll use a BSFC of .45 and a duty cycle of .80. (500 hp x .45 BSFC) / (8 Injectors x .80 Duty Cycle) 225 / 6.4 = 35.156 pounds per hour
The above examples determine injector flow rating as a starting point. To finely tune the system, an adjustable fuel pressure regulator can be used to modify the flow rating. By noting the fuel injector’s static flow rating at a specific fuel pressure, you can calculate a change in injector flow rate by altering pressure. Injector manufacturers will be able to provide an injector’s static flow at a specific level of fuel pressure. For example, an injector may be rated at 39 pounds per hour at 40 psi. By increasing fuel pressure, the injector flow rating can be increased.
The formula for determining an increase in flow based on an increase in fuel pressure is as follows:
(Square Root of New Pressure / Old Pressure) x Old Flow Rating
As an example, an injector has a published pressure of 35 psi and a static flow rating of 39 pounds per hour but we want to see how an increase to 42 psi of fuel pressure will affect the flow rating.
42 (New Pressure) / 35 (Old Pressure) = 1.2 The square root of 1.2 = 1.0954451150103321 1.0954451150103321 x 39 (Old Flow Rating) = 42.7 pounds per hour In this example, we can see that by boosting fuel pressure from 35 psi to 42 psi, we can change the flow rating from 39 pounds per hour to 42.7 pounds per hour.
Note that fuel injectors require higher fuel pressures than do carburetors. While a carburetor requires pressure in the range of 4 to 6 psi, depending on the application, fuel injectors may require 35 to 70 psi. Obtaining the optimum-size injector is a balancing act involving both the flow rating and the fuel pressure.
Fuel injectors are electronically controlled valves that spray fuel into the combustion mix on demand.
Low Impedance versus High Impedance
High-impedance resistance injectors (about 10 to 16 ohms) and low-impedance resistance injectors (about 1.5 to 4 ohms) are available. Which type do you need? If you’re running an OEM ECU (computer), generally you need high-impedance injectors. These feature a somewhat slower response time. If you’re running a performance aftermarket ECU, you need low-impedance injectors, which react more quickly. If you run low-impedance injectors with an OEM computer, you run the risk of damaging the OEM ECU. Most injectors that feature high flow rates are low-impedance type. Low-impedance injectors offer a faster opening response time, generate less heat, and are generally preferred for aftermarket performance systems, although this can vary depending on the specific aftermarket system.
Choosing the Correct Injector Size
If you buy a complete system kit, the injectors are likely included. If you need to determine your own injector requirements, you can target the appropriate-size injector based on your engine’s anticipated horsepower and the engine’s brake specific fuel consumption (BSFC) efficiency number. BSFC represents the amount of fuel that the engine will consume, divided by its power output (how many pounds of fuel will be used per horsepower produced in a hour).
Commonly used fuel injectors include the EV1 and EV6 body styles. The EV1 is the “fat” style, often generically called the “Ford” style. The EV6 features a skinnier profile and a different connector (such as the EV6-style injectors used in newer Fords and GM LS engines). The thinner-profile EV6 also is available in different lengths, so between lower O-ring diameter and overall length differences, you can really get confused if you’re piecing an MPFI system together without knowing what you’re doing. For that very reason, it’s best to simply purchase a complete system, where the injectors (in addition to impedance and flow rate) are already matched to fit your intake manifold, fuel rail, and harness setup.
Aftermarket performance systems require a fuel injection controller, or ECU, a throttle position sensor, and an oxygen sensor. Depending on the system, sensor requirements may include a knock sensor, intake air temperature sensor, MAP sensor, and coolant temperature sensor. If the engine was originally equipped with a fuel-injection system, the ignition system will already be controlled by an ECM and will likely incorporate cam and crank position sensors. If the engine was originally equipped with a distributor, EFI systems are available that take this into account, providing fuel injector control. Instead of piecing a system together, it’s best to purchase a coordinated system that includes the throttle body along with all necessary control accessories.
Pictured here are EV1 (left) and EV6 styles. Both styles are available in either low or high impedance.
Harness connector styles. At left is the Minitimer style. At right is the USCAR style. Note that the Mimitimer connector features a rectangular housing and flat-blade terminals, while the USCAR style features a square housing and pin-style terminals.
Written byMike Mavrigian and republished with permission of CarTech Inc
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