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Thread: Marine Intake is on and running.

  1. #1
    Fuel Injected!
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    Marine Intake is on and running.

    http://www.youtube.com/watch?v=N2qH75oYnyMBasically

    Starting a new thread with a question from the last post of another.

    Quote Originally Posted by Hog View Post
    That intake looks great. Mine was painted Mercruiser red all over. Good luck with your retrofit.

    If you are planning on using the stock injectors, I had a set flowed and they came out at 25 lb/hr at 43.5 psi. Comes out to 28.9 lb/hr at 58 psi (4BAR) which is the pressure the marine regulator outputs with with the vaccuum reference unplugged. Plugged in pressure comes down to around 52psi.

    peace
    Hog
    Hog are you sure that those injectors come in all Marine intakes. I picked up so much airflow through the MAF its retarded my timing to 22° at WOT but thats not the biggest issue. Even using your flow value I am running 10:1 air/fuel ratio at WOT and my long term fuel trims are around -15%. Either I was tuning around a massive vacuum leak before or now have larger injectors than your intake came with. Fuel pressure rises to 60 psi with the KOEO.
    Last edited by Fast355; 10-09-2013 at 05:03 PM.

  2. #2
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    Not 100% sure. #280 150 081 is what my intake came with. They are the same as about 8-10 marine intakes that a buddy had at one time.

    Your KOEO sounds about right. The injector report I am staring at for the injectors is 25 lb/hr at a 43.5 psi.

    Hmm.

    peace
    Hog

  3. #3
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    Quote Originally Posted by Hog View Post
    Not 100% sure. #280 150 081 is what my intake came with. They are the same as about 8-10 marine intakes that a buddy had at one time.

    Your KOEO sounds about right. The injector report I am staring at for the injectors is 25 lb/hr at a 43.5 psi.

    Hmm.

    peace
    Hog
    My intake came off of a 6.2 MPI so perhaps that is the difference. It was also returnless initially.

  4. #4
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    I'm getting the same p/n on the injectors across the 5.0/5.7/377/6.2 on the cross ram L31 look aike marine intakes.

    here is the list
    350 MAG MPI ALPHA/BRAVO
    350 MAG MPI ALPHA/BRAVO EC
    350 MAG MPI HORIZON ALPHA/BRAVO
    350 MAG MPI HORIZON ALPHA/BRAVO EC
    350 MAG MPI HORIZON MIE
    350 MAG MPI MIE
    350 MAG MPI SKI
    377 MAG MPI BRAVO
    377 MAG MPI BRAVO EC
    4.3L MPI ALPHA/BRAVO
    4.3L MPI ALPHA/BRAVO EC
    5.0L MPI ALPHA/BRAVO
    5.0L MPI ALPHA/BRAVO EC
    5.7L MPI HORIZON MIE
    5.7L MPI MIE
    5.7L MPI MIE EC
    5.7L MPI SKI
    5.7L MPI TOWSPORT WITH GEN III
    5.7L SKI EC
    6.2L MPI HORIZON MIE
    6.2L MPI MIE
    6.2L MPI MIE EC
    MX 6.2L MPI BRAVO
    MX 6.2L MPI HORIZON BRAVO
    MX 6.2L MPI HORIZON MIE
    MX 6.2L MPI MIE

    p/n 879312003 is the common injector. Same regulator is listed as well.

    peace
    Hog

  5. #5
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    You are using the injectors in your pictures correct? EV6/USCAR connectors.
    Like these?


    Only way to know for sure is next time you pull one out, take note of the part number;0-280 150 081 are 25 lb/hr@ 43.5 or 28.9lb/hr@58psi or 29.4 lb/hr@60psi.

    Which t-body did you use? A Vortec truck, or marine T-body. If you use a truck T-body a gasket must be used. I 1st installed it incorrectly and had a massive vaccuum leak.

    Are you using the marine IAT/MAP combo sensor?

    peace
    Hog

  6. #6
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    Quote Originally Posted by Hog View Post
    You are using the injectors in your pictures correct? EV6/USCAR connectors.
    Like these?


    Only way to know for sure is next time you pull one out, take note of the part number;0-280 150 081 are 25 lb/hr@ 43.5 or 28.9lb/hr@58psi or 29.4 lb/hr@60psi.

    Which t-body did you use? A Vortec truck, or marine T-body. If you use a truck T-body a gasket must be used. I 1st installed it incorrectly and had a massive vaccuum leak.

    Are you using the marine IAT/MAP combo sensor?

    peace
    Hog
    Yea the ones I am running are EV6/USCAR but they have a red band at the bottem, unlike the ones I have seen on the marine setups. I guess I need to pull the dog house and get some numbers soon.

    I am running a CFM Tech bored truck throttle body with a 454 Vortec Gasket.

    I am running the marine IAT/MAP sensor since I got a connector with my intake. The MAP seems to read perfectly.

  7. #7
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    I found out that someone switched the injectors for a set of 03-08 5.7 Hemi injectors. No need for injectors that are rated at ~28 lb/hr in my engine. I swapped them for a set of 2006 4.7 flex fuel injectors I had kicking around that flow ~24 lb/hr @ 43.5 psi. I messed around with the tune a little today and the engine wraps up and goes now once it gets up on cam. Really needs the headers and exhaust now, but its running GREAT.
    Last edited by Fast355; 10-14-2013 at 04:45 AM.

  8. #8
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    Has a lean stumble on take-off around 2,000 rpm that shows up exactly at the stall speed.
    Also get alot of knock retard on the WOT 2nd gear torque converter lockup at about 60 mph.
    Runs pretty well otherwise.

    http://www.youtube.com/watch?v=x7wo0EjjNNU
    Last edited by Fast355; 10-19-2013 at 06:14 AM.

  9. #9
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    I found the lean spot it was the PE fuel delay being set at 2,000 rpm. I guess the PCM could not react quickly enough to keep it from leaning out at the stall speed. I lowered the delay to 1,000 rpm and the lean spot vanished.

    I also turned off the 2nd gear WOT lockup and had to lower the timing in a few cells around 4,000-4,600 rpm. Also turned the catalyst overheat code back on and am using it for a unique reason now. The 350 likes 28* of timing and 13.4:1 air/fuel ratio on the initial hit and I am using the catalyst overheat to richen the mixture back up to 10.7:1 in steps. Then using the AFR timing compensation table to retard the timing progressively as the mixture richens. This eliminated the WOT knock retard I was seeing without requiring me to run a richer AFR to start with. At prolonged WOT I am very close to stock timing values and nearly a full point leaner on the air/fuel ratio!! That is how conservative the factory tune really was.







    Also should mention these timing/fuel values will likely not work out well running the stock, high heat range platinum tip plugs and stock thermostat temperatures. I am running a 170*F thermostat and run cooler heat range copper R42LTS spark plugs in my Vortec head engines. Also run 93 octane gasoline that seems to have very little ethanol in it.

    Its looking like this tank is on track to take me about 450 miles or about 16 mpg. Not bad for a fullsize conversion Express with a 4L80E driving around the congested Dallas Fort Worth area.
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    Last edited by Fast355; 10-19-2013 at 07:47 AM.

  10. #10
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    Hit up a Dynojet today. It was 46*F outside when I hit the dyno. The 4L80E in 2nd gear definately takes some extra HP to spin compared to the locked 4L60E in 3rd. It was done in 2nd because I did not feel like testing my luck with the cut down, balanced, stock GM driveshaft spinning 6,000 rpm. Last dyno was nearly 300 RWHP/350 RWTQ on a Mustang dyno. The Marine intake is definately making more HP than the original intake.

    Run 1 was an unlocked converter
    Run 2 was the converter commanded locked with HP Tuners.

    On Run 1 the fan clutch started coupling at 5,000 rpm and roared the fan pretty hard up top. Although if it were not for the underdrive crank pulley, I think it would have take a heavier HP toll.

    I am not certain how much more the 4L80E is taking, but I do now that a 4L60E and 8.5" 10-bolt takes about 15-18% of the power with a locked converter. I would think the 4L80E and GM 9.5" 14-bolt take a little more, maybe as much as 20-25%. At 20% that is 405 HP to the flywheel turning a mechanical fan with stock single cat LT1 F-car exhaust manifolds. If its 25% that is 430 HP at the flywheel! Wonder how it would look with a slightly bigger cam, better heads, and my doug throley Tri-Ys.

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    Last edited by Fast355; 10-19-2013 at 09:23 PM.

  11. #11
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    Here is a screenshot of a steady cruise at 75 mph on the highway on flat land.

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  12. #12
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    Well it's not struggling pushing that big heavy brick at 75 and to get 16 MPG there I'd say job well done!

    What's a marine intake worth? With injectors, rails and TB? Or easier question should I pay $300 for one? What to look for as far as defects ETC...

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  13. #13
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    Quote Originally Posted by EagleMark View Post
    What's a marine intake worth? With injectors, rails and TB? Or easier question should I pay $300 for one? What to look for as far as defects ETC...
    Sounds like a fair deal. Just look for corrosion and cracking.
    Last edited by Fast355; 10-20-2013 at 11:37 AM.

  14. #14
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    Quote Originally Posted by EagleMark View Post
    Well it's not struggling pushing that big heavy brick at 75 and to get 16 MPG there I'd say job well done! .
    I am not stopping there though Mark. I picked up some Dorman replacement fans for a 2008 5.3 Tahoe and 3 relays to create the OE style pcm contolled dual fan setup. I have also never been a fan of the stock airbox setup and will be installing an 85mm 5 pin 5.3 maf I have hanging around and either a 3" or 4" custom cai setup. I am pulling down to 93 kpa at 5,300 presently. I feel the changes will put some extra power into it.

    I have had a set of LS1 fans on this but the OE 130 amp alternator could not handle the idle draw. The 220a replacement should be able to handle the 40-50 amps of the Tahoe fans on high just fine.
    Last edited by Fast355; 10-20-2013 at 11:46 AM.

  15. #15
    Fuel Injected! JeepsAndGuns's Avatar
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    I am just curious because I have seen yall talk about this "marine" intake in a couple threads. What makes this intake different/better/more sought after? I know very little about chevy engines/intakes.
    79 Jeep Cherokee, AMC 401, T-18 manual trans, hydroboost, 16197427 MPFI system---the toy

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