So I've posted before about what to do for a carb to FI swap and figured that out. My next question is what size primary and secondary should I use. I called the guy in south florida who bridgeported the motor and suggested using the stock primary and a 72 lb secondary injector. A local rotary guy suggested to me 50 lb primary and secondary. These two answers are very very different. So that's why I'm asking some fellow rotorheads to help me figure this out. I know theres some injector calculator thingy. But I'd rather have a direct answer from somebody that knows exactly what I need. Also I do plan on running a dry 50 shot of NOS eventually. Thanks guys.

 

you would probably get a lot more replies if you let everyone know the cc's you are considering, as well as the size of your engine and whether or not it is a full or half bridge. if you can list these details, i'm sure quite a few of us can give you a ball park.

 

10.5 cc / lb

anyway, you need more details on your swap. is it turbo or nonturbo?

 

50lb x 10.50 = 525cc (near the same flow rate as TII injectors of 550cc P&S)
72lb x 10.50 = 756cc

For a 4port N/A with a Bridgeport and a 50 shot of Nitrous, id recommend a good standalone and some 1000-1600cc Secondaries and 720-850cc primaries.

BUT!!! your actual injector choice should reflect what your engine needs to achieve your target HP. I only gave my recommendation because i really don't know what you need, but those injector choices are IMO in the safe zone of not maxing out your injectors when you need the most fuel at certain times.

 

My car is a 90 GTUs N/A 1.3L Full Bridgeport. I'm trying to find out what cc's I should be considering. The NOS isn't something happening any time soon, but would like to have injectors that can keep up when I do.

 

I can't see an N/A Bridge needing anything more than 720cc primaries?

 

And secondaries?

 

My suggestion is 720CC all around and a wet nitrous kit.

What intake manifold are you running? What EMS?

 

Well currently, the motor is carbed, but I'm waiting on receiving the stock fuel system back from the guy I bought the car from. It was suggested to me to get a stand alone like a Microtech or something to manage the injectors.

 

And you'll need something other then the stock S5 manifold. If you absoutely have to stick with stock manifolds, use the TII setup. Otherwise, a nice set of ITBs...

 

ITBs?

 

Independent Throttle Bodies.

 

So aaron, what would you suggest about the going this direction. What manifold setup should I get and what EMS?

 

Use whatever EMS you are familiar with, or whatever EMS your tuner can tune.

As for manifolds, there are many choices. Most ITB setups are designed to work with the RB IDA manifold.

 

So what if I were to go with a turbo II manifold? Would it bolt right on and be efficient enough with a set a 720cc's?

 

The TII manifold would need to be port matched. I'd also suggest hogging out the plenum to eliminate the progressive throttle body and provide a lot more air space. That will smooth out the low end and midrange a lot.

 

I was told to just go with the S5 N/A manifold bc theres alot of modifying that has to be done to get T II manifold in. How much difference would it really make?

 

The S5 NA manifold is probably the worst choice ever for a bridgeport.

If you are stuck using stock manifolds, the TII manifolds are as straight plenum design and far more suited. You need to port match the TII lower to the block. And then plumb your intake into the TII upper (it's on the opposite side).

 

Shame you wnt EFI.

NIce set of webbers would go a long way.

 

So is there any extra parts needed for the plumbing? And will it be alot of labor hours? bc I'm having a local rotary tech do the swap and just want to see what I'm getting into
Thanks man

 

There's no such thing as a "nice" set of Webers. Carburetors are why bridgeports have such a bad name.

Since the engine is going to get a full emissions removal, there is not much extra plumbing to do. Ask your local rotary tech for a quote. There should only be about an hour to port match, then maybe 2 hours to figure out an intake and filter.

 

Is this part of the port matching? I'm just not sre what it means exactly. That's why I'm not doin it. lol

 

That's a lot more work. The plenum would need to be band sawed in half, gutted with a grinder, and then welded back together.

What are your goals for this project? Why pick an NA bridgeport over a stock ported turbo engine or NA-turbo?

 

Well when I got the car, it was already bridgeported and rebuilt. Probably a total of 5,000 miles on the motor. So there's no point in swapping it, it's a new engine. So I'm trying to go from there. Any tips would be appreciated. And thanks for your help so far.