The Patton Machine - Part 1 - Troubleshooting the Throttle Body Injection for classic cars

When the owner of this car asked me if I could help with tuning the Patton Machine I was a little skeptical as I didn't even know what components are there and how they work together. But then I got hooked up and I decided to accept the challenge. So I spent half a day reading and watching videos before I put my hands on the car. And then I couldn't get away from it... Thankfully Rick Patton is patient enough to read through my emails and respond with great advise.

Rusty Beauties Website:

Buy Rusty Beauties merchandise:

Join the Rusty Beauties Facebook group:

If you like this channel please consider supporting it! It takes lots of time and effort to film and edit these videos and your support will help me spare more time for that!

If you wish to support it on Patreon you can do it here:

If you wish to make a one time donation you can use this link to make PayPal donation at any amount:

The financial support to the channel doesn't buy you anything special. There is no such thing as early access or VIP content here as I don't want to take away from those who can't afford it. The financial support is your way of saying "Thank you Elin for taking the time to edit these videos!", but only if you feel like it and you can afford it. Just being here, watching, liking, sharing is also a big support and I appreciate it.
THANK YOU!

#PattonMachine #TBI #tr6

[timmarsh]

That was fascinating. Thanks for making such a complicated system much more interesting and simple to understand.

[pda]

Very interesting Elin.. Many thanks for bringing my database up to speed. Rick Patton is an ingenious man to have worked out that conversion system using the original carbs as throttle bodies .

[JohnCareyJag]

These are my favorite videos - solving issues that are complex.

[ralph]

Very interesting Elin. Thanks for your patience explaining this system.

[rickdaniel]

Zoom zoom 😊
You have amazing patience and skill for details.
Great work.

[robbending]

Did you hear your avid audience shouting 'airlock' at their devices when you were measuring the thermal image?!
More excellent work Elin, thanks for your continued inspiration.

[batgclassics]

Yup, it is hard to explain the AIC...the way that I look at it it is like the choke on a carbureted car, when you apply the choke, as the injection system does at lower temperatures by increasing the fuel flow, the choke mechanism increases the throttle to create a higher amount of air to burn the richer mixture. The injection system can not open the throttle so it supplements the air flow by opening the AIC. Love your work and look forward to all of your videos..

[barry]

Very interesting stuff ! Great explanation.

[alanm.]

Fascinating video, Elin!
I have wondered about converting our old TRs to TBI... although in my case it would be a Weber DCOE conversion. You did great job explaining what's involved with the Patton/Zenith Stromberg conversiin. I assume that the Weber TBI conversion is similar.

[djnedinbane]

Hi Elin,

Many thanks for the great content you produce. I am just watching your latest re the Throttle Body efi. I suspect that the fuel pressure regulator "drain pipe" is actually meant to be connected to manifold vacuum. My own 2.5 litre efi Spitfire has its FPR unit connected to manifold vacuum.
I'm off to watch the rest of your video.
David Nelson

[davidbrowne]

Hi I do not know the software, but you have set the correct baurd rate, have you set the correct com port, you need to go into windows device manager and see what com port is set when you plug in the usb cable, then put that com port numbers in to the car software,
Good luck
Dave

[seanwalsh]

Not only do you have to diagnose a TBI fuel system you have diagnose a windows computer system, talk about challenges, That's why I have a 1980's MGB, so I never have to get the Laptop out, except to order parts. Nice job diagnosing and navigating both systems. Thanks for posting.

[redfoxclassics]

My suspicions on the temperature sender problem would be that it’s one, both, or a combination of brass being a good heat conductor and acting a bit like a tiny radiator, and the IR camera not being able to read reflective surfaces as well as it can non reflective ones.

[rodbowers]

Hi Elin My 2500S has the same (or appears to be the same) inlet manifold with HS6 SU's.The "balance tube" between the carbies is BLOCKED with an Aluminium plug so that there is no connection between the carbies on the vacuum side.
all the booster vacuum comes from 4, 5 and 6. The Plug/connection at the front goes to 1, 2, and 3 and was used for an EGR connection for emissions control. If you connect the MAP sensor to the inlet manifold on the back inlet, as you have done you are not measuring correct MAP and the computer will sense what is happening to 4, 5 and 6. Maybe this is the problem.
Cheers from Australia

[mikejackman]

Why not move the sensor to the thermostat housing

[Tglider]

I use an unlit (obviously) propane cylinder to check for vacuum leaks.

[paulTR]

I've had hours of fun putting a Microsquirt system on a TR6 (with a crank sensor, multipoint EFI and EDIS wasted spark). You're working blind without the software (tuner studio in my case), but the results should be worth it. The IAC valve was an infuriating piece of kit to set up and you sometimes wonder if you would be better of without it.

[robertharrison]

I saw an YT video on this a couple of years ago, I questioned it at the time, seems like it is still a problem looking for a solution. I asked why and what was the advantage, the answer was basically because it can be done. Hopefully you can at least make it run reasonably well that the owner will be somewhat happy with the conversion.

[iceman]

Disconnect the temperature sensor. This should default the reading to 'high'.

I had to do this once when a temp sensor went bad that controlled the fan. Once the sensor was replaced everything was back to normal and ended up putting the sensor on a switch do could could force the fan to come on.

Just an idea🤔

[paulstopp]

Hi Elin, enjoy your videos, but for this one regarding the temp. sensor install into the tee fitting. Why not switch around the flow of the tee, instead of the coolant running straight through past the temp. sender, put the flow thru' the leg of the tee and the temp. sensor in the main flow at the end. This ensures the temp. sensor is completely wetted all the time in the main coolant flow. This would be an easy switch and there would be nothing to lose to try before suspecting the temp. sensor itself.