This kit was designed and built with 3 major objectives:
• Increase performance, dependability and drivability of the Corvair.
• Completely reversible
• Cost effective
Background: Fuel injection has always been costly for the Corvairs mainly because of the Port injection requires costly welding and the manufacture and use of low production parts. The Throttle body was chosen for the dependability and simplicity and uses mostly GM main-line production parts to keep the price low and uses “tried and true” components for reliability. The dual throttle body has been used before, but was fragmented and used a costly computer to run. EFI Temp input was always a problem for Corvairs and due to the wild temp fluctuations of the Air-Cooled engine. We use a Water Temp Equivalent (WTE) method for the ECM to control and trim the engine’s operation. We hope you find this one of the most well thought out, economical and dependable kits ever produced for the Corvair and should provide years of trouble-free service. This EFI system is a DIY system with many pre-made/adapted parts to aid you in the successful installation of your system, but it relies on your skill and knowledge or Corvairs and EFI. If you doubt your abilities, hire an installer or friend/club member help you with this install.
Theory: Carbs and points that control the Corvair and all motors of that era are a compromise. The Carbs give the best fuel mixture at only certain times due the design. Distributors can’t compensate for Temp and use flying weights to control the timing… good, but again a compromise. Fuel Injection along with electronic timing applies the best fuel mixture and timing for that RPM, Load and Temp. Other sensors also trim the fuel and timing, but those are the basics.
What should I expect?: Ease of starting, good all around performance and better fuel economy. This will not make your worn out engine a good engine. It does not fix burned valves, leaking heads, cracked pistons, etc…. its fuel injection. It maximizes the amount of fuel and spark for the best all around performance and economy based on external factors which a traditional Carb and points can’t do. During initial cold starting the engine will run rich (emulating a choke) to aid in cold start and run.
Just because you can does not mean you should: Fuel Injection will allow you to start the engine and drive very soon after starting, even in cold weather. Today’s engines have close tolerances which allow them to run cold without damage. The Corvair engine was never designed to nor meet designed clearances until after its warm. Yes… you can drive your vehicle immediately after cranking, but is NOT advisable to do so until the engine has warmed and proper clearances have not been obtained.
What do I need/have to purchase that does not come with the kit:
1 ea External/External Fuel Pump
4 ea 60” 5/16” fuel line
Misc Bolts/Screws to meet customer desire
Drill the Harmonic Balancer or Order Trigger Wheel
Laptop (Optional, but highly recommended) w/LC-1 cable
Early Model (EM) vs Late Model (LM): 61-63 EM and low HP 64’s did not come with a Harmonic Balancer (HB) and must be added or use an optional bolt-on Trigger wheel. When a HB is used, you must also switch the rear engine mount to a 64 model for the belt to have sufficient space for change, but the timing wheel/harmonic balancer combination will not fit on the FC.
Removing Outer Carb Stud: Remove carb studs by “double nutting” and backing out the stud. You may need heat or pre-soaking with WD or other solvent ahead of time. Use caution and DO NOT BREAK THE STUD. If broken, this stud must be removed and fixed properly for good sealing of the TBI to Head adapter. Good sealing requires both bolts be secured to approx 15 ft lbs each. This stud will need approx 1/2″ removed from the bottom (course thread) and then re-inserted.
Drill and Tap – Temp Sensor: This requires removal of the existing choke rod on the drivers side of the engine. This rod can be removed in a variety of ways and left to the owner if you want to remove in a fashion to facilitate re-use. Tap using 1/8″ x 27 NPT and use lubricant to prevent galling of the hole.
WARNING: Fuel components are under pressure (58 lbs) and can leak. Keep a watchful eye on all connections and pressure regulator as even new components can leak and will catch fire.
Installing Throttle Bodies: 2 Throttle bodies are supplied and marked as Driver’s side (TPS) with the fuel inlet point to the front of the vehicle. The passengers side is installed with the Fuel inlet pointed to the front of the vehicle.
Installing Inlet and Return Lines (Not provided): Fuel Lines should be routed down the tunnel and exit near the front of the vehicle. Allow enough room for the external fuel pump in your run from the pump. Pump should not be placed in the tunnel, but under the passenger side of the tunnel for ease of servicing. Care should be taken to ensure no moving parts come in contact with the lines and allow enough slack for rubber fuel line connection. Rubber Fuel Lines should be tightened, secured and located to prevent leaking or damage.
Crank Sensor Bracket: DO NOT ATTEMPT TO ADJUST WHILE ENGINE IS RUNNING or ROTATING. The crank sensor bracket allows the crank sensor to read the holes in the crank at the proper angle and out of the way of other components of the engine. This sensor mounts to the Delcotron fuel pump screw location and is slotted to allow for timing adjustment (8 degrees + or -). The Fuel pump block-off should be installed and the fuel pump screw needs to be cut at the pointed end . DO NOT OVER-TIGHTEN the fuel pump screw as it will crack the fuel pump tunnel and oil leakage will occur. The bracket should be fitted and level from the bottom of the Delcotron. The fuel pump screw should be tightened to about 5 foot lbs and the lock nut to approx 10lbs. Spacers should be used if the trigger wheel option is selected over the drilled harmonic balancer to align tip of crank sensor to the center of the trigger wheel.
Crank Sensor: The crank sensor should be placed in the bracket and clearance is set with a hex head screw located on the side of the barrel. Clearance can be set with credit card, driver’s license or hotel key and secured in place with a set screw. DO NOT OVER-TIGHTEN this set screw as it will crack the sensor and make is useless. Broken sensors from over-tightening are NOT covered under warranty.
Fuel Pump/Tank (General): A high pressure fuel pump (Approx 15-20 psi) is required to operate the TBI fuel system. The TBI unit has its own built in fuel pressure regulator that maintains a fuel pressure of approx. 10-14 PSI. GM production vehicles use an in-the-tank electric pump that is reasonably priced, but more difficult to install. Airtex has an externally mounted fuel pump for TBI units that can be located in the fuel line between the tank and engine. You will need to install the 5/16 fuel lines between the tank and engine area. You can use the existing fuel line as your return line and it should connect to the provided return Tee in the fuel neck assembly. Power is provided the a Red 14 gauge wire with connector and should be marked as fuel pump. Another import item to consider before you start is tank condition. Just because it hold fuel does not make it a good tank for EFI or no pressurized systems as rust is a constant in fuel tank and transfer that rust down the line. Unless your tank is recently new, we recommend using a tank sealer system, like POR-15 that cleans, preps and seals. One of the big reasons we cant sell and warranty pumps is due to rust in tanks that will eventually ruin the pump.
Fuel Pump External: The Airtex E8094 or equivalent should only be used. This series of pump is a “rollervane” type pump. Do not use solenoid/diaphragm type pumps as these are cheaper, but will fail within a few hours of use and will damage the fuel regulator of the TBI unit. A new fuel tank is recommended, but if you use your used fuel tank, it should be free of dirt, rust and particles as these will destroy the pump. Use of a “non-roller vane” pump will void the warranty of the TBI regulator and will malfunction.
Fuel Pump Internal: Bosch #69238 or equivalent should only be used. A new fuel sock , (Bosch #68001) is also required as any trash entering the pump will destroy it in short order. The sending unit must be modified with a bulkhead connector for the fuel pump and ground and can be accomplished with instructions from some Corvair websites for electric fuel pump conversion. Use of an internal pump is required in FC tanks.
Installing Engine Fuel Lines: The fuel lines are 1/4″ steel with double flare ends and connect to our fuel injector adapter. Normal amount of Torque is necessary to install the fuel lines to the Fuel “T” and normally tightened to where they will not leak. The lines are pre-bent to accommodate routing, but can be bent slightly for ease of installation or customer preference.
Installing Fuel Return Tee: Braze a 5/16 tube into the fuel tube “after removing from vehicle” return into the filler assembly because of the difficulty of installing that part. FC’s have a return threaded hole already in the tank, but tank will have to be removed to attach to location.
Corvair Distributor: The Factory modified Corvair distributor has all the guts removed and locked down to be a ECM controlled distributor. Only the rotor and cap are necessary and all other components can be removed to extend life of the bearings. Phase the distributor at 25 degrees BTDC on the #1 plug wire and lock down with a 9/16″ wrench. Once the phase has been set, no other changes to the distributor should be made.
GM Distributor-less Ignition (DIS):This is the most tried and tested Coil Pack ever produced by GM. These Coil packs are module controlled and timing is adjusted by the ECM. The DIS Coil Pack and the new Smart coil packs are NOT interchangeable and requires a 7x Trigger Wheel or drilled harmonic balancer. It has 3 wired connectors, a 2 pin power, 6 pin EST and a 3 Pin for the trigger.
GM Smart Distributor-less Ignition (Smart DIS):This is the newest GM DIS which allows the coils to be controlled through logic signals supplied by the ECM. These are widely used on GM models on the V6 engine and have an excellent durability record. The Smart DIS Coil Pack and older coil pack are not interchangeable and requires a Gen2 ECM and a 36-1 Trigger Wheel. This setup requires a special wiring harness and spark plug wires and has 1 wired connector.
Corvair TSP Distributor with built in module: This unit comes with a Vacuum advance and user configurable springs for different timing slopes. This is considered a “fuel only” install if used with Brown EFI or can be used as a stand-alone distributor as designed and a trigger wheel is NOT needed. Connect the distributor tach terminal to the Terminal located on the wiring harness with the “TSP” tag. A standard Corvair type (non-pin) spark plug wire is used on this distributor.
Pertronix: We have a way to fire your Pertronix II module or even leave your points in place and use the crank-fired trigger to supply RPM information to the ECM. You will not change any ignition components as the Distributor will perform all ignition functions. Timing is NOT ECM controlled with Pertronix or points setup and is the easiest path to convert to EFI (Fuel only). TSP and Pertronix/points installs are NOT controlled by the ECM, but have been tested by us to start and drive well.
Spark Plug Wires: These special wires are already sized for your Corvair with the DIS Pack in the normal position. See the attached pics for suggested routing and ensure you protect the wires from scuffing as many moving parts are close by. Spark plug wires are only available in black.
O2 Sensor Bung: Welding of the bung should be accomplished where the sensor will remain at least level or higher plane with ground to prevent accumulation of moisture in the sensor. On all exhaust systems, it is recommended that it be placed within a few inches of the exhaust log on the driver’s side. Choose a location that the sensor not to bump or hit other components during suspension travel. The O2 sensor must be close enough to the hot exhaust stream to produce feedback even during cold days at idle. Moving the sensor too far away from the exhaust log or exhaust leaks will cause inaccurate readings and may damage engine. (lean condition).
O2 Sensors: Your O2 sensor should start producing signal within 30 sec of starting and should be located within a few inches of the driver’s side exhaust log. This sensor has a standard connector should be connected to the matching O2 sensor plug on the wiring harness. Dual O2 sensors (Wide or Narrow Band) can be connected to the system, but will need to be special ordered at a reasonable cost.
Intake Air Temp (IAT) Sensor: The IAT sensor helps the engine control ping by adjusting timing based on the temp of the air entering the combustion chamber. This sensor is usually placed within the intake air stream for best results but can be located to best suit the customer as long as the area reflects ambient air temps.
Temp Sensor: The temp sensor is located on the drivers side of the engine (#2 Cylinder) in the choke hole location. The sensor has a tab and is plugged into the wiring harness. The tab is connected to the top of the sensor by nut. Use “Loctite” on the sensor nuts will keep them from loosening in the future. BE CAREFUL INSTALLING THE TAB AS YOU CAN OVER-TIGHTEN THE NUT AND DAMAGE THE TEMP SENSOR.
Optional Knock Sensor (NOT INCLUDED WITH KIT): Proper timing of engine is critical to eliminate ping and prevent damage to engine components. This system can be equipped with a knock sensor which will retard timing up to 10 degrees when ping is detected. This is a flat frequency detection system and will do a much better job than the GM type sensors for the Corvair engine. The sensors are programmed for the the exact frequency that a 3.43″ bore creates ping, so if your have a much larger bore (example: 3.1L), a special sensor will need to be ordered. A sensitivity knob is incorporated into the system as some engine are internally noisier than others.
ECM: Under ECM control, the fuel pump will operate for 5 seconds when the ignition is turned on. It will resume operating when you start to crank the engine, and continue running when the engine starts. ECM is a “smart” computer, and uses the sensors and preprogrammed info to run the engine at near best performance. Normally the engine will go closed loop after the oxygen sensor reaches 600 deg F. With all of the above connections made, your engine should start right up.
Wiring Harness: Your wiring harness has been produced using all new parts and all connections have been soldered or using GM/Packard crimp tools and connectors. Ends have been marked with stick-on tags to add in installation. Relays and relay holders are 30/40 amp 5 pin standard and available at any parts store electrical shelf. If you remove the relay for test, etc… pay particular attention when re-inserting the relay not to push the relay connector from the bottom of connector housing with may cause failure or intermittent failures.
Battery wire: The Red 14 awg wire must be connected to a fused 12VDC constant battery source
Switched wire: The orange 18 awg wire marked “switched 12V” should be connected to a switched (12-V with key on and 0-V with key off). If you use the existing resistor coil wire, you must tap very close (within 2″) to prevent voltage reduction. The ECM and relays must have 12V from the switched wire.
Ground wires: Two (2) Ground ring terminals are provided for grounding at rear engine at the #6 piston location.
Zero and Balance Throttle Bodies: Disconnect throttle rod on passengers side and unscrew idle stop until removed on passenger side. Back off Idle screw on drivers side until it no longer touches idle stop. This is base zero on both throttle bodies and is the alignment point. Adjust the throttle rod where both TBIs stay at “base zero. Adjust the drivers side idle stop approx 3/16” that will support running during idle.
Timing too high outside of manual adjustment: Because each engine is different, timing can be adjusted by laptop. Moving of the distributor after phasing will require you to start over again. . If your engine pings after after adjustment, disconnect the knock sensor. Call Technical support with your results for a replacement tune or you can adjust the ECM with a laptop and free software.
A/C Option: This ECM supports A/C operation with the idle control valve. Because the idle control valve has to first sense the load, the react (creating a vacuum leak), this can take time and may allow a rough idle or stall until the idle control system corrects it. We recommend putting a solenoid into the vacuum system that will create a leak when the A/C system’s clutch is energized. The will create an immediate leak and allow the idle control circuit to catch up and stabilize the idle.
Forward Control: The FC’s have a low profile Throttle bodies to facilitate installation under the engine lid. If you use a harmonic balancer on your engine, you will not be able to use the bolt-on timing wheel as fit becomes an issue unless the 64 rear engine bracket is used. The timing wheel will work on the pulley, but will NOT use the spacer provided in timing wheel kit.
Technical Service Bulletins: Check the website at www.corvair-efi.com.
Disconnect battery power (Neg cable)
Install modified Harmonic Balancer
Install exhaust bung
Install Injection Fuel Lines
Remove Choke assembly on right head
Mount the ECM on the drivers side firewall.
Install wiring harness over engine.
Drill and Tap Choke hole with 1/8″ x 27 NPT
Install ETS (Engine Temp Sensor)
Install Extra Carb gaskets
Install Carb Spacer on 140 HP Engines (Can be installed on all except FC for more WOT)
Install Ignition Coil Pack
Install Knock Sensor Adapter and Knock Sensor at #4 plug position (Position out of way of crossover tube) *Optional
Install Adjustable Crank Sensor Bracket
Install Crank Sensor (Adjust .30 to .60)
Install Crank Sensor to DIS wire
Install Main Ground wires and DIS ground cables
Connect all sensors.
Connect the large ground terminal at the left rear of engine compartment.
Connect a 14 gauge (Red) wire from the harness to your electric fuel pump.
Connect the 14 gauge (Red) wire to a full-time fused 12 Volt Battery
Connect the 16 gauge (orange) wire to the 12V Switch (12V when key is on)
(Optional) A/C wire is a 12V signal wire to adjust Idle (does not turn on/off AC)
(Optional) WBO2 wire is for monitoring only
Idle: 800 – Balance TBIs by using “just closed”, adjust throttle rod between the TBIs and then open idle screw until smooth idle achieved in Neutral.
Spark Plugs: .35-.40 gap
Timing: Adjust to no knock/ping can be heard under your driving conditions and fuel.
Fuel: Premium is recommended for all Corvairs, but mid-grade may give good performance at lower cost.
Check Timing with a Timing Light: During warm idle, GM mark on harmonic balancer should align with bolt within 6 degrees either side. Timing will be moving back and forth approx 6 degrees as the ECM using the timing and IAC motors to maintain idle speed. Center of bolt is approx 26 degrees and would emulate a running distributor w/vacuum advanced connected.
Normal Readings/observations to be used as a guide
• Timing – Approx 20 degrees at idle
• MAP Sensor kpa – 50 @ idle out of gear 60 in drive (+-7) (you may have to have computer & Diag Cable to get readings)
• Engine Temp Cold – approx ,80 degrees
• Engine Temp Hot – approx 220 degrees
• Intake air temp sensor – Ambient + 10-20 degrees
• Fuel pump will run for 5 seconds after key on
• Fuel pump pressure for TBI is 58 (+-5) lbs
• Crank sensor to Harmonic Balancer .030″ – .050″
Troubleshooting (EFI system only):
We recommend a a Laptop running Tunerstudio software (Free) and a Diagnostic Cable before you start troubleshooting!!! It will drastically reduce your troubleshooting time. MOST ISSUES OF THE EFI ARE CAUSED BY VACUUM LEAKS OR LOW/NO COMPRESSION.
Engine will not start:
Power to Relay #1 & #2: (Power Feed to both Relays are from Battery 12V wire)
Power to ECM/Relay #1: Switched 12V Powers ECM and activates Relay #1
Power to Fuel Pump #2: Switched 12V Powers Relay #2 and activated by ground from ECM.
• Does ECM have Power? Switched and battery?
• Do Relay’s Click and transfer power? (Use voltmeter lead under relay housing)
• Does the Fuel Pump run for 5 Seconds then turn off?
• Does the fuel pump have a minimum of 50lbs of pressure when energized?
• Check Crank Sensor
• Does the DIS spark when engine is cranked?
• Check Relay system
• Check Relay ground
• Check switch power and ground to relay system
• Check 12V Battery to Relays
• Use jumper to Test power with relays removed
Hard Starting (Eventually Starts/runs):
• Fuel Pump Failure – Check Static Pressure
• Fuel Pressure Regulator Failure (Check running Pressure
• MAP Sensor disconnected (also check vacuum line)
• 1 of the 2 injectors disconnected
Extreme Rough Idle:
• plug wire disconnected
• Mis-drilled Harmonic balancer (low timing)
• Vacuum Leak
• Idle motor malfunction
No Power when Accelerator is pressed:
• TPS disconnected
• MAP sensor disconnected/malfunction
• Low fuel pump pressure (less than 50 lbs) – Check at service port
• Mis-drilled harmonic balancer (low Timing)
Appears to be running extremely rich:
• Low MAP sensor vacuum
• Engine Temp sensor failure (If engine not reaching operating temp (>180f), remove connector from temp sensor (this will put indicate 180 degrees for testing)
• High fuel pressure/Return line blocked/Lines Reversed
• Timing low
May engine will not turn off when key off position is selected:
• Relay is being powered through “Gen” light and needs Diode installed
No spark on on Cyl 5 & 6. (Smart DIS ONLY)
• The TPS/MAP uses the same Vref +5 that Smart DIS uses to fire Cyls 5 & 6. If the TPS/MAP shorts or malfunctions, then these Cyl may not fire until the TPS/MAP issue is resolved. Use Tunerstudio to diagnose TPS/MAP.
Brown Injection Systems, LLC. assumes no responsibility for the function or suitability to task of any kit or parts. This kit and parts are DIY (Do it yourself) parts to aid you in the installation of fuel Injection of the Corvair. Brown Injection Systems, LLC. Warranties this product against manufacturing defects for the period of 90 days from date of shipping. This warranty covers all parts, but does not cover outside labor to diagnose or repair without specific prior approval from Brown Injection Systems, LLC. This warranty does not cover any failures caused by misuse, accidents, or shipping incidents. Warranty failures will be repaired or replaced at the discretion of Brown Injection Systems, LLC. and has the final decision. Any damages that may have occurred during shipping should be reported immediately to the shipper and not Brown Injection Systems, LLC., Inc. Brown Injection Systems, LLC is not responsible for any damages to equipment and possible liability injury that could result from use of the product. Brown Injection Systems, LLC. Maximum total liability under any conditions is the repair or replacement of the product.
PART TROUBLESHOOTING: If you feel a part is malfunctioning and needs to be replaced, we will do so with the following guidelines: 1) Troubleshooting is provided for 90 days after shipping date, 2) Send part to us, we will test and if part if found defective, we will give you a credit for future parts purchase at the lowest shipping rate (Fedex) to us. If part is not found defective, you will be invoiced for actual shipping costs incurred by us.
PRODUCT RETURN POLICY: Most products can be returned for credit within 30 days of shipping. All returns must be as new for maximum credit and free of modification and scratches. A 15% restocking charge will apply to any used returned components in good condition. All returns shipping must be prepaid.
TECHNICAL ASSISTANCE: Technical assistance over the telephone can be obtained from Brown Injection Systems, LLC. at 864-617-1776 between the hours of 9:30AM and 6:00PM Eastern Standard Time. We may be assisting others, so leave a message and you will receive a call back.
Brown fuel injection system is designed for off-road use only.
Revised: August 2018