Inglese EZ-EFI Injection - Classic Look Fuel Injection With An EZ Flavor

The Inglese system uses a standard GM-style throttle position sensor (TPS) plug, so even if you don't use a FAST control system, it will work with other EFI controllers. The Inglese system also uses a standard GM-style idle air control valve (IAC), and GM-style manifold absolute pressure (MAP) sensor.

On a dyno or in an engine compartment, plugging in the EZ EFI system is quick and easy. You can custom-route the wiring harness to however you want your engine compartment to look, and every plug is marked so you know exactly where it goes.

For this engine we're using a billet, small cap, GM-type distributor with a Pertronix Ignitor II points-replacement ignition system, so we'll have plenty of firewall clearance when the engine's installed in the car.

The FAST EZ EFI system takes a lot of the guesswork and pain out of installing fuel injection on a non EFI equipped car or truck. Seen here with the FAST Holley-flanged throttle body, the EZ EFI system will also work with other systems like the one from Inglese, and pretty much any EFI system that uses GM-style sensors/plugs. Once everything is hooked up, just answer the system's basic setup questions through the pictured handheld display, then fire it up and drive around for a few minutes to let the computer learn the rest. You won't need any fancy programs or a laptop for tuning. The EZ EFI system also has built in diagnostics, and a "limp mode" to protect the engine in case of trouble, just like a modern EFI equipped car.

With the stock 572 and just the Inglese injection, the engine made peak horsepower of 605 and peak torque of 648. In the picture, notice below the monitor the EZ EFI handheld display. ...

...Not only does the handheld tune the system, it also acts as a data logger and can provide telemetry for what's going on in the engine, displaying data such as air/fuel ratio, engine rpm, and other useful information.

We knew there was more power lurking in the engine with the Inglese injection, so we talked to the cam masters at Comp, and they came up with a few grinds/profiles for us to try. Here an off the shelf cam is loaded into a CNC cam grinder to be ground to one of our test profiles.

Cam grinding has come a long way in the last 75 or so years since the first performance cam grinders popped up. Once loaded into the machine, everything is checked for alignment, then the door closed and the machine fired up. An advantage to CNC cam grinding is more precise grinding, and faster grinding. This is especially handy for doing custom cam grinds, and when testing cam profiles like we were.

Next up, the cam is put through Comp's standard quality control process to assure the cam is ground accurately and has no flaws. Here the cam is wiped down and visually inspected for any flaws before being placed in the Adcole machine.

After our new cam was ground, it had to go to this fixture and be "tapped" with an air hammer to bring the cam back into straight alignment. During the cam grinding process, a cam will "bow" a slight amount, and if not corrected will cause all sorts of trouble. A few hits with the air hammer relieves the stress from grinding and brings the shaft back into alignment.

The Adcole machine checks the lift on each lobe of the camshaft, along with checking the main journals for roundness. On custom cams, an Adcole file is kept, so that if an engine builder needs the precise lift of each lobe for fine tuning, or Comp's own R&D staff needs that info, they have it. ...

...If any part of the cam is out of spec, it's sent back for regrinding, and in the case of large batches of cams, the whole batch is subjected to further QC to check for any problems. All the lobes on this cam checked out within a few thousandths of the specified lift, so we were good to go.

For our planned cam changes, we also switched over to a set of Comp Cams valvesprings that had a better rate, harmonics, and more lift capability. Valvesprings are often one of the most overlooked parts when an engine is assembled. The wrong springs can cause your engine to perform well below expectations, and in some cases even drastically reduce engine life due to mechanical failure of the springs and related valvetrain components. We also upgraded to a set of Comp valvespring retainers and 10-degree valve locks.

Each cam we tried was installed, then degreed with the proper amount of advance as specified by the cam design. A lot of hidden horsepower lurks with adjusting the degree on a camshaft, and an improperly degreed camshaft can be a serious horsepower reducer.

With the cam installed, the rest of the valvetrain was reassembled. The 572 crate engine uses 1.7 ratio GM Performance Parts aluminum roller rockers, and tapered, heavy duty one-piece pushrods. The heads on the 572 feature screw-in rocker arm studs and pushrod guide plates to keep everything aligned properly.

Because this engine is going to be destined for a street car, the cam selection was limited strictly to hydraulic rollers. This means no having to constantly set valve lash, and an engine that's friendlier towards vacuum powered accessories. We re-used the OE-style lifters the 572 came with, and since the engine had already run once, we just set the lifter preload to the specified amount and everything was all set.

Back on the dyno we tested each cam, and were really impressed with how the EZ EFI self-learning system handled the different profiles without so much as a hiccup. Our last Comp grind made the most power, 626 hp, and 637 lb-ft. We lost a small amount of peak torque, but gained 21 peak ponies, and also had a much broader and flatter power curve. ...

...The GMPP cam had 0.632-inch lift intake and exhaust, 112 degree lobe sep, and 254 intake/264 exhaust duration. The best performing Comp Cam had 0.683-inch intake lift/0.671 exhaust, 109/114 lobe sep and 248/258 degrees duration.