Inglese EZ-EFI Classic Look Fuel Injection System

Here's how the whole Inglese system looks installed on the engine and ready to go. For this 572, we went with a sheetmetal/custom-look intake since the Chevelle it's destined for will have a serious restomod theme.

Here's how the whole Inglese system looks installed on the engine and ready to go. For thi

EZ Flavor If you grew up in the '60s, seeing a car with Weber carbs-those eight stacks gulping in air to feed some sort of octane-burning monster-would make you take notice. Amongst a sea of four-barrel carburetors, a car sporting multiple Webers always stood out with its own coolness factor. Flash forward, and fuel injection has spread faster than kudzu through the hobby. More and more people are embracing electronic fuel injection and all its benefits, but yearn for a more classic-looking EFI system to give their vintage cars a period correct look.

Seeing the need for something different, Inglese, the induction gurus who know how to deliver a fuel/air mixture in style, came up with an EFI system with the classic look of an eight-pipe Weber carb setup. The new Inglese system can support up to 1,000 hp engines, and thanks to EFI, can handle a broad range of camshafts, allowing for a wide variety of applications. The Inglese system uses sister company FAST's XFI or EZ EFI electronics to manage everything, along with an optional FAST Dual-Sync distributor to light it off. Other features of the Inglese system are FAST Precision Flow fuel injectors (based off the LS7 injector design), cast-aluminum throttle bodies, low profile CNC-billet fuel rails, and a number of different intake manifold combinations depending on the look you want.

Inglese Ez Efi Weber Carb System Fuel Injectors

The Inglese EFI system uses LS7-style fuel injectors (offered by FAST in various fuel lb-hr ratings) to provide maximum performance. For our application, we went with 50 psi squirters to start and for the final cam, went up to 85 psi units. These injectors are available in two different height configurations, and can easily be dropped into any LS engine for increased fuel flow performance.

The Inglese EFI system uses LS7-style fuel injectors (offered by FAST in various fuel lb-h

We were working with Inglese's parent company, Comp Cams, to get some more power out of a GM Performance Parts 620hp 572 crate engine. While on the Comp dyno, we baselined the engine stock with the Inglese system using FAST's new self-tuning EZ EFI control system. The EZ EFI is a fantastic set up, compatible with any engine running an intake manifold with a Holley 4150-style carb flange, or other fuel injection systems, and supports up to 600 ponies.

The great thing is no laptop is needed to get the system running properly once installed. Just turn the key, let the engine warm up, then drive it around for a few minutes. The EZ EFI's self-learning system adjusts the fuel maps/curves, air/fuel ratio, and other factors to achieve an optimal setting. If you want to do some tweaking, the included control box (mountable anywhere in the car) lets you tweak the system for your individual tastes, even if you're not a computer expert.

Follow along as we tested out both the EZ EFI and Inglese systems on the Comp Cams dyno, and even threw a few different cams at the engine to see what it would do.

The fuel rails and injectors on the Inglese EFI system are hidden down between the stacks so that at first glance, no one will notice this is an EFI system. Since the EZ EFI control harness uses standard GM injector plugs, no adapter is required to work with the FAST LS7-style injectors. The EZ EFI harness is also fairly idiot proof so it's very hard to incorrectly hook up the fuel injectors to the control harness.
The fuel rails and injectors on the Inglese EFI system are hidden down between the stacks
Here's a look at everything plugged in before the rails are dropped onto the injectors and bolted to the manifold.
Here's a look at everything plugged in before the rails are dropped onto the injectors and
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.
On a dyno or in an engine compartment, plugging in the EZ EFI system is quick and easy. Yo

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.
The Inglese system uses a standard GM-style throttle position sensor (TPS) plug, so even i
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.
On a dyno or in an engine compartment, plugging in the EZ EFI system is quick and easy. Yo
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.
For this engine we're using a billet, small cap, GM-type distributor with a Pertronix Igni

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.
The FAST EZ EFI system takes a lot of the guesswork and pain out of installing fuel inject
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. ...
With the stock 572 and just the Inglese injection, the engine made peak horsepower of 605
...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.
...Not only does the handheld tune the system, it also acts as a data logger and can provi

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.
We knew there was more power lurking in the engine with the Inglese injection, so we talke
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.
Cam grinding has come a long way in the last 75 or so years since the first performance ca
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.
Next up, the cam is put through Comp's standard quality control process to assure the cam

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.
After our new cam was ground, it had to go to this fixture and be "tapped" with an air ham
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. ...
The Adcole machine checks the lift on each lobe of the camshaft, along with checking the m
...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.
...If any part of the cam is out of spec, it's sent back for regrinding, and in the case o

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.
For our planned cam changes, we also switched over to a set of Comp Cams valvesprings that
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.
Each cam we tried was installed, then degreed with the proper amount of advance as specifi
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.
With the cam installed, the rest of the valvetrain was reassembled. The 572 crate engine u

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.
Because this engine is going to be destined for a street car, the cam selection was limite
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. ...
Back on the dyno we tested each cam, and were really impressed with how the EZ EFI self-le
...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.
...The GMPP cam had 0.632-inch lift intake and exhaust, 112 degree lobe sep, and 254 intak

SOURCES
Inglese 3400 Democrat Road Memphis TN 38118 866-450-8089 www.inglese.com	Comp Cams 3406 Democrat Road Memphis TN 38118 800-999-0853 www.compcams.com
FAST (Fuel Air Spark Technology) 3400 Democrat Road Memphis TN 38118 877-344-8355 www.fuelairspark.com