[Gator67]

Originally Posted by HWYSTR455

A Holley HP ECU would work, or one of the others, Big Stuff, AEM, HalTech, MoTec, or the like. You can have injector bungs and rail stands installed on almost any intake. And remember, aftermarket throttle bodies (air only) are considerably lower than a carb, some up to 3" shorter, so you can actually go to a taller intake design. Or use an intake elbow, and an LS style throttle body.

FAST does have an EZ-EFI 2.0 multi-point setup, and think you can even send your TBi ECU in to be flashed. But, FAST is kind of expensive for the general off the shelf type, and you would be better to sell your existing setup as a complete, uninstalled system, and buy another system.

EDIT: On the 'bird, I'm doing a 535, and plan on using a Northwind, and a sniper for now. It will fit under the T/A type hood, even with the drop body mounts I have. Eventually I will go to a MPFI.

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I didn't realize the air only throttle bodies were that much shorter, and hadn't even considered an intake and LS style throttle body. This is helpful. These may be my only options if I want to use a taller intake and the stock hood. Ideally, I'd like to use a kit type of deal from a single manufacturer so we can get tech support help when we run into problems.

[avman]

Any updates on what we discussed to replace the 3 Rochesters ?

[LPI]

We are finishing the production run of the dual injector boss modules. Next we will put the intakes in the fixture and machine in the locator holes. Once we get that done we will weld up the intakes/boss module and machine in the injector C'bores.

Still trying to decide if the TB will be one complete piece or if the base will be separate.

All of the throttle shafts and plates are all done. Once we finish the "carb" solid model we will have a better idea on how the finish product will look and act.

I will email you once we get to the next step.

It takes a lot of time since we are trying to make it "affordable".

Think twice...cut once...LOL

[n2ogpsj462]

Agree. Lots of missed info up here in stickys. I think there is sufficient 'interest in an EFI section'

[Tom Vaught]

I TOTALLY AGREE. Moderators, can we reduce the Raven picture BACK TO A NORMAL WIDTH?????

Tom V.

[AIR RAM]

So did this every happen? My current build is going to be EFI along with a 58tooth tone ring, coil on plug ignition system... Would love to see what everyone is useing for similar set ups!!

SPEED SAFE, NICK

[Fishin2Deep4U]

Not that I have seen Nick.

I have my setup going with a MS3X, Port EFI, 60-2 wheel, custom cam plug with Explorer cam sensor and LS coils. I am considering COP if I can some that are short enough.

I actually have the car apart and will be going back together in the next few weeks.

Plans are to also tie a controller for a 4L80 in.

Dave

[Scott65]

Originally Posted by AIR RAM

So did this every happen? My current build is going to be EFI along with a 58tooth tone ring, coil on plug ignition system... Would love to see what everyone is useing for similar set ups!!

SPEED SAFE, NICK

It would be nice to be able to see it in one place. An efi section...

[avman]

AGREED!
I just had a chat with a Mopar/Roadrunner brother about his FiTech 3x2 system. I have a Promax modded Holley 3x2 system on my 70 Roadrunner.
He had the Direct Connection performance modded (different carbs altogether than stock) mechanical instead of vacuum outboard carbs linkage, and switched to the FiTech 3x2 system. He LOVES it.
After Dick B has a go at our 3 Rochesters, if I, or more importantly my wife, is looking for better performance and reliability, EFI in a 3x2 system is the only way left to go.

[taff2]

Or you could use a Wenzler Gutsram and Holley LS style top.

[Scott65]

Not sure if this is helpful, but here's an accufab (dominator) on a dominator victor(superefi), on a 1 inch spacer, with an air cleaner that stands up about an inch(vs a "drop base") They're pretty low profile. Fyi, dont plan on using a drop base without getting really creative, the linkage is close to the tallest part of the assembly, if not the tallest.

[HWYSTR455]

Maybe Steve C. will chime in, he has a Victor on a firebird, which he had to mill the carb pad to get to fit. That's with a carb, he is going EFI, though I don't have any current info on that.

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[taff2]

If you're going Holley efi - try Glenn Payne at M.A.D racing parts (on the YB forums) for parts. I recently bought my Holley HP efi setup from him, great prices, knowledgeable and helpful and he will only sell you what you need. Quick delivery too.

[Lee]

Just to make sure people are aware, in regards to FAST pricing, but the DEAL on FAST systems is the XFI Sportsman BT. It is the same as the regular XFI Sportsman, except it has a 2-bar MAP, allowing it to be used with Blow Through (hence the "BT") superchargers. It works fine on N/A motors as well, it just has the better MAP. The BT is about $500 LESS than the non-BT Sportsman system, and usually about $200 less than the EZ 2.0.

I also have an unused FAST Dual Sync with the Holley adapter harness, if anyone wants to make an offer.

[Scott65]

https://forums.maxperformanceinc.com...d.php?t=820018
I have this topic running ongoing in the street section. I've recently made the journey your starting on. Hooe you find it helpful.

[HWYSTR455]

YES PLEASE! An EFI Section!!!

AND resize that one pic!


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[Scott65]

It would seem that we have enough people here that are either already using efi, in progress, or researching it, that a dedicated section would be justified. And it sure would be nice to be able to go to one place instead of having to search numerous sections...

[Steve C.]

When I converted to fuel injection on my current 505 we used a Holley HP EFI Universal kit, p/n 550-500

https://www.holley.com/products/fuel.../parts/550-500

Holley p/n 522-488 48 lb/hr fuel injectors
Holley p/n 565-107 Dual Sync distributor

For the intake manifold we used a old style 4500 Victor intake that I had on hand. It was previously runner blended and port matched to my cylinder heads. We outsourced the intake to have bungs welded on for the fuel injectors and the FI rails mounted. In order to fit the 4150 style throttle body to the intake we used a Brodix HV300 4500 to 4150 carburetor adapter. However the adapter was modified, it was cut down and blended for a smooth transition into the intake plenum/runners. With the adapter modified and the shorter throttle body there was no reduction in hood clearance. I use a small diameter K&N air filter that fits up inside the shaker scoop molded onto my fiberglass hood.

The previous 4150 Victor intake with the carb pad milled 0.650" was not used for the FI project. Our dyno testing indicated by milling the intake it lost about 8-10 hp at peak power rpm. With it and my modified HP950 carb the engine made 660 hp at 5900/7000 rpm. No testing was done after the change to fuel injection but I suggest there was no significant loss in power.



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[AIR RAM]

Originally Posted by Steve C.

When I converted to fuel injection on my current 505 we used a Holley HP EFI Universal kit, p/n 550-500

https://www.holley.com/products/fuel.../parts/550-500

Holley p/n 522-488 48 lb/hr fuel injectors
Holley p/n 565-107 Dual Sync distributor

For the intake manifold we used a old style 4500 Victor intake that I had on hand. It was previously runner blended and port matched to my cylinder heads. We outsourced the intake to have bungs welded on for the fuel injectors and the FI rails mounted. In order to fit the 4150 style throttle body to the intake we used a Brodix HV300 4500 to 4150 carburetor adapter. However the adapter was modified, it was cut down and blended for a smooth transition into the intake plenum/runners. With the adapter modified and the shorter throttle body there was no reduction in hood clearance. I use a small diameter K&N air filter that fits up inside the shaker scoop molded onto my fiberglass hood.

The previous 4150 Victor intake with the carb pad milled 0.650" was not used for the FI project. Our dyno testing indicated by milling the intake it lost about 8-10 hp at peak power rpm. With it and my modified HP950 carb the engine made 660 hp at 5900/7000 rpm. No testing was done after the change to fuel injection but I suggest there was no significant loss in power.


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It would be interesting to see how an set up would react to the same intake both before and after milling and fuel injection all else equal.

I guess the test would need to be (and unlikely to ever happen)

Intake un-milled - CARB vs Fuel injected
Intake Milled - Carb vs Fuel injected.


I would think that the fuel injection set up would not be as finicky to the placement height of the throttle body vs a carburetor which operation is in direct relation to the air flow passing through it and the air+fuel within the intake.... The Carb will respond with changes in spacing however I dont believe a "throttle body" which only flows air is as responsive to the throttle body height as it is to velocity within the intake runners.

So I personally feel that a fuel injected engine can get away with a lower profile single plane intake manifold (and fit under lower hoods) than a Carb engine and make the same if not more power than a carb with ideal spacing that needs a taller hood to run.

I ended up going with the Northwind intake for its lower profile and EDL fuel rails... Hopefully it will work well.

And I could be way off on the mark as well...Ive been wrong on occasion.

[Steve C.]

"I would think that the fuel injection set up would not be as finicky to the placement height of the throttle body vs a carburetor which operation is in direct relation to the air flow passing through it and the air+fuel within the intake.... The Carb will respond with changes in spacing however I dont believe a "throttle body" which only flows air is as responsive to the throttle body height as it is to velocity within the intake runners."

I had a discussion with the the fellow who did the work on my intake regarding the modification with the Brodix carburetor adapter. In short, he felt the same as your statement. It's air and not air/fuel mixture and the F.I. set up would be less sensitive to the impact.

Almost all my different engine combinations have been tested on a engine dyno but I've never had my car on a chassis dyno. I hope to do so soon with the current 505 and the now converted fuel injection set up. For interest, plus I want to know if my small air cleaner assy has a significant impact on the performance. My Trans Am does not have a functional shaker assembly. The car has the saftory shaker scoop molded to a fiberglass hood. The air cleaner assy sits up inside the scoop, thus I cannot go larger. What I have is a K&N filter that measures 2.875" high x 9" diameter, with their 9" dia X-Stream filter top. When I talked with K&N tech they stated those two items used together would flow approximately 710 CFM and suggested my 505 / 650 hp engine needs approximately 1100 CFM for operating at 6000 rpm where it made peak power on the engine dyno with the carb set up. I then asked at what lower RPM will the above 710 cfm be adequate for ? The answer, based on their calculations, a 505ci engine at 4000 RPM would require approximately 710 CFM. WHAT ! I'm having a HARD time understanding this and now want to test on the chassis dyno with and without the current air filter assy.

I'm curious how the K&N numbers differs so much based on my dyno sheet with the carb set up that indicates 866 scfm at the 6000 rpm. Then the formula below that suggests 867.9 cfm. Note, almost the same as my dyno sheet

( For the calculation I used 0.99 for the volumetric efficiency. However at 6000 rpm on my dyno sheet it indicated 106.9 VE)

6000 x 505 = 3030000
3030000 divided by 3456 = 876.73
876.73 times .99 = 867.9 cfm

https://itstillruns.com/calculate-en...e-6393767.html





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