Now that Hurricane Matthew is gone, I am getting ready to get back to work on my cars very soon.
Since I live about a mile from the ocean, I did have some roof damage and approximately 400 feet of privacy fence to get replaced.
Actually, I am very LAZY when coming to yard work. All I have done so far is clean my pool and picked up some broken branches.
I am waiting for the Insurance Adjuster to come by. In the mean time, I am focused on yard cleanup. By Sunday I should be done with all my cleanup. Or should I say get my sons to do the work. They normally get very busy when I need them.lol
That was the bad news.
My plans going forward with the car is to start the TBI conversion.
I have already acquired all of the parts I need to do the TBI conversion, but now I am looking at my options to go with TPI instead of TBI.
That would mean spending some extra money to acquire the parts for the TPI conversion. I will research the cost and make a determination thereafter.
My reason for posting this idea here is to get some feedback from those who have done a TPI conversion, and to get the PROS and CONS of each system based on the experience of those who have done it.
If it is feasible, I will locate the parts I need from one of my local breaker yards.
I will post as I go about doing the switch over.

 

Well, it sure is good news that you got through Mathew
in reasonably good fashion. I hope my "colleague" in my former
profession treats you well. Rood damage not an issue. Fence might just be. At one time there was an anomolay in the policies. I hope it has been "fixed". Ie, clarified.


In my opinion, if you are FI bound, go past TBI to TPI. Better fuel distribution, and enhanced management system. Only better system would be direct injection to the cylinder!!!


Yeah, we gotta realize our kids have lives to lead as well....


Carl

 

You might want to read (if you have not already) a couple of books:

Chevrolet TPI and TBI Engine Swapping by JTR

Chevy TPI Fuel Injection - Swappers Guide by John Baechtel

these are 2 really good books - I have no affiliation except to have benefited by owning a copy of each
another good one,..


How to tune and modify Chevrolet Fuel Injection by Ben Watson

 

TPI vs TBI - Third Generation F-Body Message Boards

So far I am very happy with my modern TBI conversion with EZ-EFI 2.0.. starts and stops properly and no loss of performance from old Q Jet. Increased mileage to be determined after getting the car put back together after the paint job.

 

@Carl: IN FLORIDA or at least with my INS company, the Hurricane damage deductible is separate from other types of damage, The Hurricane deductible for roof damage is $10.000, whereas any other type of damage you can choose the deductible; $500; $1000; $1500; $2000 and so on.
The adjuster came by today and was more interested in my Jaguars than my roof. He spent 20 minutes on the roof and more than an hour talking about my cars.
Since my damage is less than $10.000, I am going to pay for the repair myself.
Based on the above, to save a few bucks, I am going to go with TBI since I already have all of the necessary parts. Alyn and Roger seem to have no problems with the TBI.

 

Both are good systems (speed density models) The TBI is dead simple with OBD 1 ecm and super reliable low maintenance (in a Jag - think about it)....TBI commonly found in trucks without VATS and is meant for low rpm torque. TPI with its tubular runners look zoomy but work best at higher RPM . With your Jag's 2.88 diff You will rarely see 2000 rpm. TBI with 700 r4 and jag diff you will probably be at 1500- 2000 in everyday driving. JTR guys in their book Chevrolet TPI and TBI Engine Swapping

(best 35 bucks you will invest in your V8 project. Can not say enough good things about it. Great guide with explanations of every aspect),

-mention their preference for TBI over TPI - they tell you why in the book ( mostly the same reasons simplicity / reliability). I have a complete TPI system with harness and ECM 1227730 (need an L98 chip with VATs edited out ) Was going ro use it in my swap - if you go this way and are compiling intake parts etc. buy that Chevy TPI Fuel Injection Swappers Guide - again, has everything you would need to know about GM TPI and what is compatible with what .. things changed through the years - MAF and SD etc. Too many projects ...This TPI is going into my old 1983 Buick Park Ave Electra ....another cruiser

 

Wow, so that is how the insurors dealt with the huge losses by hurricanes! Moved them into the catastrophic cover range. Big deductibles! Interesting, that it is apart of the HO policy. Our catastrophic cover is EQ based. Not much in the old definition of "risk of loss". EQ's as Hurricanes are inevitable, just a matter of when, where how severe. But, here EQ is apart from normal HO. Most don't
get it. Limited cover, high deductible and expensive!! Their TV adds are awful.....


If you have all the stuff for TBI, why not. They do work.


When I went shopping for a swap package, the yard in Sacramento had two options. An L98 from a wrecked Vette. It was a stick, but I
was offered an auto box to go with it. Or the later Lt1 from a "low mileage" 94 Cadillac Fleetwood Brougham.


Having just been burned by an alloy headed 4.2 I was leary of another. I chose the all iron Cadillac application.


As the Cars were both quite heavy and the rear ratios similar, the match has been good. As Alyn says most of the time the tach is at 2K or less. The Cad HP is a nominal 260, but the 300 PSI torque comes in early. Very driveable. The GM engineers know their stuff.


The .70 OD and the Jaguar's 2.88 give it very long legs. But, this LT1
is well matched and pulls those tall gears with ease.


I've no doubt that the TPI will beat out the carb in your car, hands down.


And, it matches one of my axioms. "Use what you got".


Carl

 

Carl: I am the low range of the deductible. It goes 10,15,20,25 grand.
I started some work on the house. Took a look, got pissed off, jumped in my Jag and went for a four hour drive to nowhere. Just got on the highway turned the AC and stereo on and burnt some fuel. lol. Very pleased with the car.
Yeah, I'll go with what I have. Next week I'll start the conversion to TBI.

 

Sanchez,
I see you have an MGB.. I have owned a few of them last one was a 73 Old English White with wires and O/D,..twin SUs... was a nice little no rust car. Had to sell it,.. simply had too many cars. At the same time I sold my BMW 2002 another nice little car. Had fun with both of them while I owned them, but Jag soaked up the free time I thought I had generated. Buick Electra sits in shadows waiting for attention - refuse to sell it. Strangely enough, through it all,... I drive my old cargo Astro Van.. life is strange...laughing at myself..too practical.. not married - would be hell to pay if I was.

 

Alyn:


Not necessarily, if it is the right gal. My dear departed was one. She tolerated my gear head activity and in at least one, loved it.


A German gal. I found her when there in 52-55. She loved things English and thought and said "Americans can do anything".


The onset of acquiring the Jaguar in 2001 just intensified that. Her obvious delight complicated my price negotiations!!!


It was her Jaguar!! My role was to maintain and drive it. Oh, and to fix it when the 4.2 blew "big time".


Carl

 

My MGB was totally restored. It is running with the original four banger. This is also earmarked for a GM conversion. I acquired a V6 TPI Camaro with a 5 speed gearbox for this conversion. I have to put together some money for the conversion kit. (I lost hundreds of pics of the MGB restoration when my last laptop crashed) My son told me that he may be able to retrieve the lost data. That's the kind of work he does.
Right now I am alternating between the Eldorado, Volvo, MGB and Jaguar(Original) and the converted Jaguar.
The sickness is showing it's symptoms again.
I am looking at a 1978 Toyota Supra Turbo, that the PO started to convert to a stick shift. He already has the gearbox, flywheel, clutch disc, release bearing and pressure plate and thinks that the clutch pedal arrangement for $200.00 is too costly.
He is willing to part with the car very cheaply.
I made him an offer.
Next week, I will finally be able to resume some minor work on the Jag, then start the TBI conversion.

 

Yes I was going to put a MPFI 3.4 with 5 speed in it Had all the hardware ECM and harness. Easy swap just a bit of modification at firewall in the 73 . Not so with the later models. They made them with Buick 215 aluminum engines as in Land Rover/ Morgan plus 8 / some Lotuses ( LOTI ?) TR8 and a bunch of others. British police cars..

At one time I had a 1960 bug eyed Austin Healy Sprite and was going to install a 3.4 / 5 speed into it and go slalom racing but realized that was getting a bit dangerous - power to weight ratio issue....easy to get caught up in light cars with modern FI power and 5 speeds.

 

As previously stated, I ordered Napa part number 602-1268 to replace the motor mount inserts on the John's cars kit.
These motor mount inserts are way too big, so now I am stuck.
Apparently, John has not standardized his parts. If it fit Roger's car, it should fit mine.
I am looking at options, without having to purchase a complete kit since a new kit from someone else would change the position of my powertrain.
This would mean driveshaft and exhaust work.
I already f***ed up by burning out the old mount so now I am up on jack stands, with no replacement mount.
Any ideas anyone?

 

here are some pics of the measurements taken at the widest point of the oval. These mounts do look different from the ones Roger posted.
His had four round holes in the rubber, mine has two spaces. Wrong mount Roger?

 

The burnt bridge thing, huh???


Ideas:


1. Too big can be cut down? As opposed to too small. May or may not apply in this circumstance.


2. Visit the junk yard. A car with John's mounts in residence.


3. Wheedle John out of a pair. Cry if necessary. Not a bad guy, merely very protective of his designs. I understand that. But, as a replacement just maybe...


4. Send me some pics and I'll stare at them and see if I can conjure a fix.


5. Search Rockauto for the donor truck part. Roger Id'd it. It may be illustrated.


5. Any old time part places around your digs? Take old and new and see if they real parts guy can come up with something...


Carl

 

Comparing the photo Roger posted to the one I purchased, I am wondering whether the part number is incorrect, or the part number is correct and I have the wrong part. Anything is possible.
Hours of research for part # 602-1268 comes up with images of the one I purchased. I can't find any Dodge/Plymouth mounts that look like the one Roger got. Looking at the photo that he posted, it looks like the one I removed, four holes in the rubber insert. The other noticeable thing on mine, the rubber insert was molded into the oval part of the mount.
See attached photos.

 

Only info I still have on the mount repair from the John's Conversion..

Part number is shown in the last photo as Napa - Balkamp 602-1268. This was taken off the original box the part came in...

Good luck.. if I was going to keep the car... I would convert to Suncoast mounts... no matter the work or money involved.

I changed the Mundorf mounts that were in my 1971 when I got it... the best thing I did to the car as the engine went backwards about 1.5" from those mounts.. handles
much better with the weight to the rear more..

 

This thread (and other lumps threads) makes me rethink my un-lumping plan for my XJ6C.
It always ran so well with the warmed up 350sbc. And the torque really made the car feel like I thought it should have as compared to the xk motor. It always felt like such a slug with the 6 pot. And I thought it may have been that the motor was sick, but after I got my '86 I find it's just as sluggish. The v8 really makes it such a nice driving car. I do have an unresolved drivetrain vibration though, but if I stay with a v8 I'll probably change it to an LSx/t56 and an lsd.
If not, I have a 4.2 euro motor on the floor with triple hd8's, and a 5 or 6 speed trans will go in, and maybe fi instead of the carbs!

 

On that mount... Why not cut the round bit off and replace it with another length of pipe that fits a currently available insert? Or change to Suncoast mounts.

 

Motor Mount, Chrysler, Dodge, Plymouth, 318, 340, 360, 400, 440 Anchor part # 2369
I located this mount at Autozone at $6.00 each. The insert has the almost correct oval diameter but it is an inch to long.
I purchased 3 of them. 1 for experimental purposes and 2 for the final assembly.
The one for experimental purposes I will cut to size, using the 602-1268 as a template.
These inserts will need to installed with a hydraulic press. I tried to install one but using a vice as a press, I can only get it in about 3/4 inch. Needs a little bit of work with a file.
SEE ATTACHED PICS.