One of the challenges and quirks of driving 50-year-old vehicle is that we are slaves to the fickle black magic of carburetion. Many carburetors before the 1970’s were simple devices with few moving parts, but as emissions and fuel economy standards were implemented by the government, engineers added all kinds of hoses and vacuum lines and secondary linkages on carburetors to eke every last molecule of economy out of them while they scrambled to update their ancient engine designs. My carburetor is one of the last evolutions of this need for economy and power: a Thermoquad, which looks like R2-D2 barfed up a mechanical hairball.
Electronic fuel injection finally came of age in the 1980s and made the mechanical complexities of carburetors obsolete. As carbureted engines are increasingly rare on the road, it’s getting harder to find mechanics who know how they work and what to do with them. It’s also a pain in the ass to get a carbureted engine started after a week of sitting.
So it’s with great interest that I’m headed to Bennett’s this weekend to help him install EFI on his Scout. He bought a premade kit from Hamilton Fuel Injection—the manufacturer whose tech seminar we attended at Nationals this year. It’s pricy to buy outright, but his reviews are impeccable and he tailors each kit to a specific IH engine, as well as helps tune the unit after it’s installed. I’m very curious to see how easy it goes in, and as I mentioned before, I’m seriously considering it as an upgrade to my engine.
Brian and I are also going to hit the junkyard to see if we can find an electric steering pump for his Scout, which came with manual steering from the factory. It’s been a long time since I’ve walked the rows at Crazy Ray’s so I’m looking forward to the day with anticipation.