Shade-Tree 1.6.
September 23, 2022
THE AUTO BUILDER
Featured
CAMARO MAN
If you ask car enthusiasts to identify their favorite ’60s Chevy, most will say a Camaro. If you want a more specific answer, you probably will get mixed responses between the ’67-’68 models and the ’69. Troy Leiphart is one of those enthusiasts who like the early models, because they are smoother looking than the ’69 and look meaner when done right. That love affair with ’68 Camaros started when he was a kid. His older brother Ernie owned a maroon ’68, and Leiphart thought it was the coolest car around. After awhile, money got tight for Ernie, so Leiphart purchased the car from his brother. Leiphart drove the cool Camaro with much pride, fixed it up and spent time at the drag races, where the car did well. Eventually the engine blew and he couldn’t afford to fix it, so he sold the car back to his brother.
ONE HATCH IN A LONG LINE OF HONDAS
Northern California native Fred Chapman’s ’96 Honda Civic is a project he undertook after having owned a handful of water-cooled Volkswagens. Chapman decided it was time to make the move to the Japanese market, and he found himself owning more Hondas than you can count on one hand. Having been around the Honda scene for well over a decade now, Chapman, with the help of his wife, recently acquired the one “H” car he had always wanted—the one you see here.
SLICK SLEEPER
Mustangs are usually not candidates for sleepers, because everyone knows Mustangs have plenty of power from the factory for their lightweight bodies. This example, owned by Mike Skiles, looks like an original ’69 Mustang, but as soon as the engine is fired, that logic is thrown out the window.
Spotlighter
THE GRILLEMEISTER
Installing the Retro Tek EFI 6-Pack
Author
Matt Emery
Story & Photography
Those who longed for their engines to look as they did back in the old days of multiple-carb setups were out of luck. Cool as they were to look at, there are lots of reasons why the multi-carb setup fell out of favor, and most of them had to do with the fact that they were a bear to sync. The advent of the four-barrel carb was the death for these systems, though the purists among us prayed for a breakthrough.
Thanks to Ken Farrell and his company, Retro Tek, those prayers have been answered. Farrell started off converting old mechanical fuel injection systems (Hilborn & Enderle) when the first aftermarket EFI systems became available. His new system, which uses the latest in EFI mated together with the classic Stromburg 97 design, came about when Farrell saw that there was interest in the benefits of EFI, but he also knew that they were lacking in the looks department. The idea was simple take the best aspects of both and add them together.
One of the problems with the EFI systems was the need for an engineering degree just to get them to work. Retro Tek has addressed that, as its new Injection Logic ECU was designed to give the novice a chance to get with the program. The Retro Tek QTC brings the tech stuff to real terms so that any person who can tune a carb can understand how to work the new system. Retro Tek says that its new PC software takes the ease of tuning to a new level.
While this customer wanted to use an external coiled HEI GM distributor, the Retro Tek system will work with the majority of factory and aftermarket ignition systems. For those with an LS1 engine, operating systems will be available soon, so call for information.
For those who want to have the muscle car look, Retro Tek also has a new 2×4 system that will fit on any existing four-barrel manifold, and 2×4 intakes are available new and used. It is a similar bolt-on using the same ECU, but the regulator is built in and the fuel system is a low-pressure design. According to Farrell, dyno results at Westech have been exceptional, and this is a great kit for a budget-minded build ranging from $1,200 for a single to $2,500 for a polished 2×4 setup.
We were on hand as the crew at Barry White s Street Rod Repair Company installed the system onto this 40 Ford pickup. The truck has been equipped with a Chevy engine, but the Retro Tek system will work on any engine. The install took only about half a day, and it is one that most folks can do in their own garages.
Retro Tek is a family-owned business with Ken as the engineer, Susan Farrell handling the phones and computer programming, and Ken, Jr. and Rebecca helping out where they can.
So, if you like the benefits of the latest technology but love the look of the old days, the Retro Tek system may be for you. Read on and see.
Looks are everything, and the Retro Tek EFI units, which are based on the Stromburg 97, look great. And with the installation of the fuel injectors deep inside of them, they work great, too!
The 40 Ford has been equipped with a 350 Chevy engine.
The first step is to remove the unwanted parts and pieces that will be in the way of removing the intake manifold.
The four-barrel carb has served the truck well, but the future is electronic.
With the carb out of the way, the valve covers and distributor are next.
With the carb out of the way, the valve covers and distributor are next.
Last but not least, the intake manifold is removed, but care is taken not to drop any debris into the intake ports.
As with any intake manifold installation, the mating surfaces need to be very clean so that the gaskets will seal well. Here, an angle grinder has been equipped with a light sanding disc, and a few soft passes are made to clean up any remaining residue from the old manifold.
A few hits with compressed air are used to remove any remaining debris.
Gasket material is used on the end rails. It is allowed to set up slightly before the new intake manifold is set in place.
A few passes around the water openings ensure that there is a good seal.
The gaskets are set in place. Some gaskets are designed to be installed with a certain side up, so look over the gaskets to be sure that they are installed correctly.
The Retro Tek system comes fully assembled, but the throttle bodies need to be removed so that the intake manifold can be installed.
The reason that the carbs need to be removed to install the manifold is because the Offenhauser manifold has one mounting point that is actually inside the runner.
The intake manifold is gently set in place, taking care not to disturb the gaskets.
The mounting bolts are installed.
The mounting bolts are installed.
They will be tightened from the center out in a rotating pattern.
A vacuum fitting is installed at the rear of the manifold. Lines from this fitting will be split, and one line will run to the vacuum fitting on the fuel pressure regulator while another runs to the MAP sensor.
These gaskets have been equipped with a brass screen made by Retro Tek to help disperse the fuel mixture to a finer degree and to keep any debris from being sucked into the engine.
As these throttle bodies pass 225 cfm in their unmodified form, six of them would be way too much for the stock engine. That means that the two in the center will actually be blocked off, and the outer four will provide the fuel.
The throttle bodies are set into position.
The throttle bodies are set into position.
One little trick that Farrell uses when installing the throttle bodies is to use a distributor wrench to tighten the mounting hardware.
he stock fuel pump is removed from the engine, and a block-off plate is installed.
he stock fuel pump is removed from the engine, and a block-off plate is installed.
Supplied in the Retro Tek kit is a piece of 3/8-inch tubing, which connects the two banks of throttle bodies.
The pump provides 45 psi of pure fun, and the filter is a high-quality unit. They are connected and will be mounted onto the frame near the fuel tank.
The pump provides 45 psi of pure fun, and the filter is a high-quality unit. They are connected and will be mounted onto the frame near the fuel tank.
Once the piece of fuel line from the filter has been measured and cut, a few blasts of air are run through the line to ensure that there is no remaining debris.
The fuel actually flows in a circle, in on one side, through the throttle bodies and fuel pressure regulator and back to the tank. Here, the fuel in-line from the tank is connected.
he fuel pressure regulator is actually placed after the throttle bodies. This is done to maintain the highest allowable pressure available to the throttle bodies at any given time. In addition to the various fittings, this vacuum fitting, which will connect to a line from the intake manifold, is installed.
he fuel pressure regulator is actually placed after the throttle bodies. This is done to maintain the highest allowable pressure available to the throttle bodies at any given time. In addition to the various fittings, this vacuum fitting, which will connect to a line from the intake manifold, is installed.
Once the fuel pressure regulator has been mounted to the firewall, the line running from the out of the throttle bodies is connected to the side of the regulator. The line running back to the fuel tank is run out of the bottom of the regulator.
A fuel pressure gauge is supplied with the kit, and the system should be set to 45 psi. This is when the fuel pump is operating, but the engine is not running.
The brain of this operation is the Injection Logic ECU. It comes complete with wiring harness and sensors and features what Retro Tek calls QTC (Quick Tune Commander), which allows the end user to calibrate the system without a computer. It does this by the handheld tuning controller supplied with the Retro Tek kit. The Retro Tek can be adjusted (with the controller), even when rolling down the road. The Injection Logic ECU can be used to operate any EFI system, as well as blown and turbo applications.
An out-of-the-way place is found for the ECU, and the unit is mounted.
Wiring is simple since only three wires need to be hooked up to the car (battery, key-on power and ground). All of the sensor wires are connected with weather-pac GM connectors that are distinct in their appearance, so they can t be confused.
The lead from the ECU is to the water temperature sensor. With this information, the ECU is able to detect engine temp and supply the correct amount of fuel
The throttle-positioning sensor tells the ECU how open the blades are and how fast the blades are opening. This info allows the ECU to apply the appropriate fuel flow for any given situation.
And the job is done. The Retro Tek 6-Pack EFI system is on and looks great. It also works as well as any carb on the planet.
This customer wanted to go with the scoops, but notice that there is a small air cleaner element fitted into it.
ARTICLE SOURCES
Barry White's Street Rod Repair Co.
1640 Commerce St.
Corona, CA 92880
(951) 273-9284
Retro Tek
12705 S. Van Ness Ave
Hawthorne, CA 90250
(323) 599-5032
