Mike Lunsford's TR6 running TBI injection

Below is some correspondence from Mike Lunsford of Florida as he first installed the TBI conversion on his 1970 Triumph TR6 with a high mileage unrestored stock engine. In 2006 Mike installed a fresh engine and swapped over the TBI conversion. Sadly the exchange was between Mike and fellow enthusiast Don Malling who has since passed away. We all miss Don. rp.

>Rick, I thought you might be interested in the below message and my response. Mike Lunsford >michael lunsford wrote: >Date: Wed, 20 Jul 2005 10:19:11 -0700 (PDT) >From: michael lunsford >Subject: TBI Injection >To: Don Malling >Don, Yes, there is a small increase, in my view on the order of 5+ hp. The real benefit is tractability. It starts right up when cold -no throttle, idles rock steady at 850 RPMs and cold initial running issues are minimal. The run up from idle to full throttle is seamless and is a most dramatic change from the carbs where I had some issues. I also expect to see a moderate increase in MPG though I'll have to get back to you on that since it is hot as hell in Florida right now and not condusive to lengthy drives. Having been through the installation I can say that it was not as simple as I thought it would be. This was primarily due to my lack of experience/knowledge of the way this system was set up, lack of time to do the conversion all at once and my abysmal knowledge of lap top computer intricacies. The fuel pump and line required more work than I thought they would. I would suggest that you use a new high pressure fuel hose-not a metal line (John is supposed to supply this) and a low pressure return hose instead of trying to use the old line as the return. I had a bunch of problems with hose barbs and connections compatable with the tuel lines and filters but finally settled on the smaller fuel line for both lines though now that it over I think the larger high pressure line would have been just as easy to install with less hose barb issues and probably cost the same. The rest is relatively simple involving diligence to make sure you have the right wires going to the right places and that they are routed properly. Dumb shit stuff, like failing to plug up the vacum hose from the carbs to the valve cover/charcoal canister caused some UFO problems that were my fault, not that of the setup. Rick Patton has been most helpful and has fielded a lot of dumb questions from me. He is still working with me on a slight hesitation off of idle which is most likely a vacum leak issue. John at custom EFIS was a little slow in getting the electronic components to me but he had some moving/equipment problems that should be resolved by now. I'll post more as I have further great revelations. If you get this setup let me know . I'll be glad to help though Rick Patton is in my view the guru on the installation and John is the computer/chip guy. Good luck. Mike Lunsford, 1970 TR6 TBI OD Panasports and xyz,

Date: Thu 7/21/2005 1:54 PM >Rick, I thought you might be interested in my opinion concerning the TBI setup and HP related issues brought up by Don Malling. Mike Lunsford >Don, My experience with Rick has been outstanding. He has done everything he agreed to do and a lot more. I think, like us, he enjoys making improvements in our stone age cars. As far as the increased horsepower between a PI and a ZS setup I never saw the chart to which you were referring. I always thought most of the difference in HP was because of the higher compression and a more radical cam that the PI has over the Us version. I think around 8 HP total for the conversion is probably pretty accurate. Personally I can't believe that the ZS carbs can possibly distribute/atomize the fuel anywhere near as well as injectors. I also think that the real benefit is that the ZS setup may perform as well as the TBI when both are in a perfect state of repair but the TBI will continue to do so long after the ZS setup starts to deteriorate and diminish in performance. If you are serious about the TBI setup I would recommend that you make the fuel pump and line installation while you have the frame off. It should be about 1000 percent easier. The hookup of the fuel line to the tank and then to the electric fuel pump was a PITA. Primarily because I was lying on my back trying to keep a nearly full tank of gasoline from pouring into my face. You need to add a fuel shutoff valve as your first order of business as I did. You also may need to modify the fuel level sending unit in the tank to accept the return fuel line. Rick made one of these up for me (and I'm sure will do one for you also) after we learned that contrary to most other tanks mine did not have a plugged secondary hole for a return line (probably a PI adaptation that was plugged off) like Aaron Cropley's 6 had. With the frame off and everything including the tank readily accessable in my view this is the time to put the fuel lines and pump on. You can use the electric fuel pump instead of the stock one with the ZS carbs without any problems and the rest of the regular ZS carb setup can be modified in the blink of an eye to add the adaptor plates and injectors for the TBI. With the fuel lines in the installation should be a piece of cake. You will mostly be fiddling with putting the wires in, routing them the way you want and installing and tucking in the wires and ECM, probably somewhere in the passenger footwell. Keep me posted on your plans. Cheers. --------------------------------------------------------------------------------

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