{"id":16828,"date":"2015-07-17T12:52:57","date_gmt":"2015-07-17T19:52:57","guid":{"rendered":"http:\/\/www.racingjunk.com\/news\/?p=16828"},"modified":"2016-05-26T11:01:41","modified_gmt":"2016-05-26T18:01:41","slug":"hard-parts-for-your-fuelie-part-i","status":"publish","type":"post","link":"https:\/\/www.racingjunk.com\/news\/hard-parts-for-your-fuelie-part-i\/","title":{"rendered":"Hard Parts For Your Fuelie Part I"},"content":{"rendered":"

\"electronically<\/a><\/p>\n

Recently, we took an in-depth look at the electronics Holley came up with to run an electronically fuel injected engine. \u00a0If you recall, their Dominator “software” (and ECU) is a pretty cool mix of sophistication and user friendliness. \u00a0Basically, it allows folks like us (with a wee aversion to electronics) to adapt to EFI easily and actually rather seamlessly. \u00a0Fair enough, but isn’t there a huge laundry list of hardware you need to properly operate an electronic fuel injection system? \u00a0Maybe less than you think. \u00a0What follows is the beginnings of a four part series on EFI Hardware; we’ll begin with the obvious, and that’s the intake manifold:<\/p>\n

Holley’s modular Hi-Ran intake manifold was originally designed as a cost effective alternative to fabricated sheet-metal manifolds. \u00a0Induction system height wasn’t really a criteria (they decided that in maximum effort high-performance applications, induction system height should not be limited). \u00a0This meant the Hi-Ram was, for all intents and purposes, engineered as a modular tunnel ram that accepts an EFI throttle body as well as various carburetor tops. \u00a0The modular arrangement allowed the Hi-Ram to be manufactured for all of the common LS-style Chevrolet cylinder head port arrangements (LS1\/LS2\/LS6; LS3\/L92; LS7). \u00a0It also meant that various different interchangeable tops could be offered: Dual 4500 series carburetor, Dual 4150 series carburetor, EFI and finally, a blank that you can modify to fit a specific need.<\/p>\n

Fair enough, but as you can well imagine, this took a serious amount of engineering time to get right. \u00a0And then you have to mix in the fact that the setup had to function in myriad applications (drag race, muscle car, marine, off-road, sand rails, pulling trucks, track, street-rod applications, etc.) and you can see that it wasn’t exactly easy. \u00a0While they were at it, they wanted to build an aggressive looking piece too, but that was definitely a form-follows-function part of the equation. \u00a0Once they determined the appropriate dimensions, the looks part pretty much fell into place.<\/p>\n

The manifold base(s) and interchangeable tops are cast from aluminum.\u00a0 As pointed out above, the base is designed to be modular in configuration to accept a wide range of carbureted and EFI tops and at the same time, to prove attractive to builders and fabricators as the foundation for custom induction systems. In the case of our same LS3 intake, the specs are as follows:<\/p>\n