TR2 & TR3 Forum

Ramin Mirshab who runs Advanced Induction Engineering LLC designed and fabricated an electronic fuel injection system for my TR3B. The workmanship is first class and dealing with Ramin is a pleasure.

The work is complete and the system is in transit to my place in Tampa.

Would like to see the completed installation. The fuel injection kits I have seen so far have been a mess of hoses . I’d also like to know what if any improvements this gives over OEM.

---

61 TR 3
Started tearing down car for frame off restoration December 2019.
Finished restoration September 2021

The injector parts arrived. Here’s a photo and a shot of the packing list. Everything is included except the throttle linkage(s). As you can see, the wiring harness comes mostly preassembled. The header will need to be modified to accept the threaded sensor mount and lots of head scratching about most tidy wire routing scheme will certainly be required. Ramin included a spare Triumph decal which will be utilized. That wobbly decal mount has to be remediated.

Parts included

Nice looking kit. Very interested to see what it looks like installed!

Hope it came with instructions. Drilling, tapping installing 6 sensors will take some effort and thought. Interested in hearing how the throttle position sensor is going to work. The mass airflow, intake air temp, O2 sensor etc not too hard
.

MAP sensor vacuum connection, intake air temp sensor and throttle position sensor are built into the manifold and are on the unit itself ready to go. Two bungs need to be welded, one to the header for O2, the other to the water pump for coolant temp. The brain is tiny so locating that will be dictated by tidy wiring considerations more than anything else. Throttle position sensor is located on the throttle body.

There are dozens of other elements to consider on the way to completing this. I’ll post when the work starts on this phase. I’m looking at it now because choices must be made well before the body drops onto the frame.

This is not a casual undertaking, though EFI conversions have been done many times to these cars. There are at least five vendors selling systems, maybe more. Revington has theirs, Racetorations sells one, Emerald Engineering, Patton engineering and of course my choice; RamTech.

When I have time, I’ll start a thread on my project with a much larger scope than this post. It is now moving again full speed. Target is December 31, 2025 for a restored and painted body on a fully prepared frame with complete and running engine. Next year will be devoted to detail work e.g. wiring harness, lights, signals, windscreens, upholstery etc.

Thanks. I assume the throttle will be updated to a cable system instead of the mechanical linkages?

Would there be an advantage to a cable system as opposed to the bell crank style?

Maybe. A cable system might have less slop and hysteresis ( uneven motion in one direction vs the other).

This is why I come here. Never would have occurred to me. Thank you.



Edited 1 time(s). Last edit at 2025-02-11 06:19 PM by Seth Hensel.

Seth,

The unit is a tidy, well-engineered looking package. Would it be crass to inquire about price and expected HP/performance return? What got you to push go on it?

MK

By my lights it is not crass to discuss costs and pricing. Value assessment is a prime function of boards like this.

The final price was driven by my torque target. Ramin went with Bosch injectors and provided 4 spares in the kit. All in with delivery to Tampa: $3570.00

Now, about the expected return……just bolting on an EFI without any other work done to the engine is (we’re talking TRs here) might get you five horsepower. There are a couple of guys in the UK who have done EFI conversions and had access to dynamometers (rolling roads in the UK). One man has done pretty much what I am doing, 89mm pistons, head work ( not specified exactly what) extractor exhaust etc. he measured 119 bhp before EFI and 137.5 after. He had Emerald do the conversion and they provided the dyno data. Net 18.5hp.

My engine will have 89mm pistons. The head will be ported and flowed, bigger exhaust valves 3x valve seats hardened, milled .125, flat top forged aluminum pistons, forged rods, thick liners (block milling required), Fidanza flywheel, 270 cam, CSI ignition, nitrided crank, everything balanced, billet water pump, electric fan, Wizard radiator etc.

I’m not chasing horsepower, rather, I want maximum torque available without over-stressing the components of the engine. 150 ft.lbs. Is a realistic target. More if possible. The cam is a big player here too. I could get more torque and more horsepower with a 285 cam but then drivability suffers and THAT intangible is said to improve dramatically with EFI.

What got me to push go:

This car has no commissioning plate. Where that should be is an aluminum tag with the engine number from a 57 TR-3 on it. Early on I decided to do a gentle resto-mod.

As Darryl at Racetorations has told me many times, these cars were sold as starting points for owner development. Triumph provided a basic platform with the full expectation that guys like Kastner would refine and modify. The factory did it themselves. There were overhead cam TRs and a wide body variant of the TR3 that never saw production for example. Some outfit in Belgium made a TR coupe.

As a last observation, if there is one thing I’d change on the engine it’s the head. That thing is a disaster. The designer should be raised from the dead and flogged.

Would be interesting to see what the before after is for all your non EFI mods. THEN, put the EFI and see what it added by itself. It seems with all the other mods you describe, it is likely most or all the performance came from those other mods and the EFI only did little or just smoothed out things.

Any plan to try that? Do mods without EFI see what is before after, then see what incremental improvement is provided by EFI , if any.

I have two sets of SUs. The original and a set of H-6s. I have thought about it. The only way to know for sure.