Great video and valuable info in here, thanks! How do one get a copy of that clogging info sheet of paper for various engines? Would be great to have it handy when doing different brands. Just got a Olds 260 V8 engine and looking around to use it on a project which leads me to your channel. Thanks and a happy new year!

Ok, Cadillac's Electronic Fuel Injection was available as a pay-option on 1975 cars with 500 motors, and standard on Sevilles that were introduced May 1st 1975, as a mid-year car. They were classed as 1976 cars, not '75s. The Sevilles had a specially built (partly by Olds, partly at Cadillac) Oldsmobile 350 engine all of which had Cadillac/Bendix analogue electronic fuel injection. Bendix sold much of their fuel injection technology to Bosch in the 1960s but the Cadillac/Bendix system was similar to Bosch's D-Jetronic system. In some ways it was more advanced but it did use quite a few Bosch fuel injection parts. The larger bore cast iron intake manifolds was '76/'77, the smaller bore aluminium one was used for /78/'79 Sevilles and '79/'80 (I think?) Eldorados. Neither of these intakes shown though fits the Cadillac 500 cubic inch motor. If you're thinking of transplanting you will need (working from the rear) an EFI fuel tank pick-up unit with a built-in fuel lift-pump, the inline pump that needs to create 39psi for the fuel rail rail on the engine (Cadillac fitted a high-volume fuel filter alongside this pump.) You'll need the fuel rail which has the fuel pressure regulator valve and of course 8 injectors. The car will need a fuel return line and the EFI distributor with the reed switch in it. The ECU and wiring loom which interestingly has circular Bosch electrical connectors other than where it hooks up to the Cadillac/GM wiring. The '78/'79 systems has ESS, Electronic Spark Selection wired into the system, this regulated engine advance for better performance and gas mileage, less pollutions. These intakes require two sensors, these are identical but one reads engine coolant temperature, one reads intake air temperature. These are new ones available, on Ebay I think? Sadly there's much rubbish talked about this system on the internet, in general they worked fine. I know lots of these cars around the world and most are still running well. In fact you can get ECU computer repairs done by a terrific guy in the States and he even makes a few improvements in the unit. Those converted to carbs were usually done through (as you say) lack of understanding or laziness? You can get most parts contrary to what the internet tries to tell you. If you want to work with this system successfully please buy the Cadillac book/manual, it's blue and white, not too many around but the time it will save and how it'll increase you understanding? You mention fitting a regular intake for a carb, yes, but you can keep the EFI distributor, it's sending out information, not receiving it. I agree, that completely open aluminum intake with a crab is just not great. Excellent film.

I have seen points used to fire other types of CDI ignition boxes and from what i have seen, it does make the points wear down slower but they seem to get corroded much faster especially if used in a high humidity climate or only used occasionally, because the cdi box only puts a tiny current/load through the points there is no powerful spark/arc to blast away the corrosion from the contacts like in a normal points application. So you trade off less wear for more frequent cleaning on the points.

Can the 7 pin be used in conjunction with Holley's Terminator X ecu and individual coil near plug systems?

I did a similar build. An m112 off of a ford lightning on a vortec 350 block with heavily ported bpe aluminum heads. I run a .560” roller cam and a ported t1 edelbrock single plane intake. I run the engine on my 21 scarab boat . One thing I did that made a huge difference is I drilled and tapped a port on the carb adapter and I pre cool the blower with water meth . I bring a can of e85 and mix it with filtered lake water. So it’s water ethanol actually . It lowered my intake temps by 80 degrees and it makes about 7 lbs boost . GPS I have taken the boat to 77mph . It’s kinda sketchy after that . I could prop up and go faster if the boat was better to handle the speed

Asking about the Black wire goes direct to battery Negative or Positive sir ??

very good overview.

Buick also made a 301

Perfect video i meam the best video so clear so informative and simple👍🏻🫡💯% tanks buddy

My question is how can I do my 301 4.9 v8 I want a supercharger set up

Installed a Holley sniper on the olds 260 v8 motor

Id love to see this functioning in a car. This is true hotrodding.

Hey man, I'm building a similar setup and using the mini bypass valve. I'm struggling to see how it works the way you have mounted it though. The vacuum port is carb side where there will always be vacuum. Surely it should be mounted 180 degrees out so the vacuum port is manifold side. Then it would open the valve on idle and deceleration? Clearly it works the way you have it but it doesn't make sense to me. Can you explain it better? Thanks for yhe videos, they are very inspiring. Keep it up!

learn something today. thanks, doing the same with my old motor

I've tried to read about and understand these engines in the past , very interesting. Okay, fuel injected, but "analog", which is different than later EFI engines, article got into terminology about computing. Over my pay grade😂. Always wondered if there are shops that specialize in restoring these to run original. Always sounded like with the late '50s Pontiac and Chevy fuelies, or the Olds Jetfire turbo, after cars were a few years old, and needed maintenance/repairs, there really weren't enough good mechanics who knew how to fix 'em, even at GM dealerships, and intakes etc got swapped out for a simple carb. I gotta read all these comments, and watch the whole video, so cool that ppl share their knowledge, I'm learning.

I've got at least one maybe two Pontiac 301s here that my dad pulled out of cars and saved. We ran a lot 301s back in the day. (From the early '80s on, for gas mileage, dad pulled a lot of 400s and 455s out of Bonnevilles and Grand Villes and sold 'em cheap, noooo! I was a little kid, I didn't know to insist on stopping him😂, and put in 301s. Big family, teenage drivers, mom went back to work, all cars he bought were a few hundred dollars, just needed cheap transportation). But they tend to run forever. This gives me ideas Ray ! 😊

Were you able to operate the “air gap manifold” yet? I have 2 barrel EFI and want to convert to 4BB carb. I am wonder how it will run especially low rpm.

I had a 1980 Pontiac turbo trans am, I've tried to learn as much as I can about the early 60s Olds jetfire, I've read some about the kits installed on the DKM Mecham Trans Ams in the late 70s, with the turbo cars they built. Thank you so much for sharing this, a very cool part of automotive engineering history

I've still got 2 301s, covered, around here, tjat my dad pulled and saved. This gives me an idea. My 80 turbo trans am was tired when i bought it in 1991

Nice to see someone who realises the value of these blowers, what drive ratio is the Pontiac 301 to M112 and what boost pressure? Incidently, I have run a Jag M112 side mounted on a Rover (Buick) 3.9l for over 8 years now and have not had an issue wth wear on the gears even though the M112 is on its side (input shaft lower) only running at 1.5 times engine revs though.

Commenting for the algorithm. Keep up the good work

Fantastic coverage of this subject Ray. Thank you for sharing your considerable knowledge on the subject. I have not seen such a comprehensive coverage of this subject. I have one question for you. Can you tell me the primary resistance of the coils that these modules ordinarily fire?

did you draw that? lol thats pretty good!!

Ray, Thanks for these videos. I really enjoy them and the clever ideas. Are you familiar with the the late module used on the L30 and L31 engines? I think it is Delco D579. I have thought about it as an alternative to the D1906, since the best quality versions are no longer made.

11.15.24. ☝🏼Outstanding tutorial🎯

Hello....... 8 pin module here, am I invisible or something !?

Hey appreciate your video it was a big help thks.

How much to buy that adapter sir ???

If that lower pulley is five inches the twins will make 6.4psi and almost no heat. Water meth would resolve all your heat problems anyway. (PRx14.7xV/c/2)-14.7-1

Maybe I missed it in the video but should the inline thermostat be placed as close as possible to the cylinder head? I’m building a cylinder head and if I can avoid having to design a thermostat housing on the cylinder head that would help a lot.

What does the supercharger mounting plate look like where did you get it from?

Very cool!

Looks more like an m90 than an m112. Sweet build tho

Ray, how can someone get a hold of you to buy some of your fabrications?

I love superchargers too! So, I subbed too!

wow that blue one is awful

Cool! Thanks for the die grinder tip!

Wow amazing craftsmanship!! Bud you need to pump out more vids ,the stuff your doing people want to see because what so many have thought about doing and had no idea how and where to start your actually doing it and people want to see this kind of stuff. I know life can get in the way but man just watching one of your vids ,you got the ''it factor'' and you are a natural at making it make sense . Good luck bud ,you got a new sub

Awesome video. I'm pretty sure I'll never do a Cadillac engine, let alone a monster, but its always great information, like your distributor and carb video's, extremely useful information

Cool stiff Ray! What do you think of using 368 heads with your q-jet converted tbi intake on a 425? Smaller chambers to raise compression with those long skinny runners ought to emphasize snappy throttle response and low end torque (albeit choke out at higher rpm) Didn't you have an older video in detail of the tbi to carb conversion?

Hello Ray, love your videos, very impressive. I would love to buy a complete kit from you to convert my 301T Trans Am to supercharged. Is this something you are willing to offer?

The open plenum single is good at a broad rpm range because all the cylinders can be fed from all 4 barrels. Which on a 500 cube engine is very helpful. Thanks for the video.

WHAT IS THE CASTING NUMBER ON THE INTAKE ON THE LEFT AT 09:16

Nice video. Just want everyone to know... NEVER put silicone around an intake port. Silicone dissolves in gasoline. Sooner or later you WILL have an intake leak! Don't believe me....put a ball of silicone in a tub of gas and come back a few hours later and try to find it.

Where do you get your 8-rib pulleys from?

That's very interesting..... ....now, so if my engine would run, so that I could try that out. 🤣 Thank you.... Pretty neat demo. 👍

I need that!!

Not sure why my comments are being deleted. I trust it's the Google overlords. I put my email address in the last two comments I posted and the algorithm might have misinterpreted that as something it's not. I'm simply trying to connect with you Ray. I need some answers that I know I could get if I dumped a bunch of money into buying up parts, but I am hoping to avoid that. I will give this one more try.............. Your vids have sent me down an awesome rabbit hole trying to sort out how I can use one of the 1320 TVS S/Cs on my 02 Bonneville's 3800. I want to use the intake "hat" with the intercoolers as well. I have been searching the iNet for two weeks on this. I have a lot of answers, but still some questions. In particular, I'm looking for a bunch of different dimensions or measurements. I'm also trying to determine if there is any interchangeability between the different versions of the Eaton TVS1320 that have been used by various manufacturers. For that matter, I wonder I could do some component swapping between the different size TVS S/Cs as well. My big concern is the snout length. If you have the time and interest please let me know if there is anyway we can connect. If you're game, I could post my questions here for all to learn from. Much appreciated.

Just a minor point for people less familiar. When performance guys talk about running lean hurting engines they mean stoich or very close to 14.7 to 1. A truely lean mixture will be down on power and heat and cannot cause that sort of damage. So the aim is to stay a fair bit richer than 14.7 to 1.

I would be interested in watching you doing these modifications. Your videos are already cool to watch, but that would be a different level.