dirtwarrior17
Banned
what'd he do
CK5
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Aftermarket EFI
- Thread starter 84_Chevy_K10
- Start date
Burt4x4
1 Ton First Gen
Ya ho well, he did it to himself...
I'm sure this topic will pop up again down the road then we can talk about it yet again hehehehee
I just like sowing off my photos hehehe
Now if I could just get rid of my wife's remodeling crap that chews up all my time then maby just maby I could actually DRIVE my K5 again hahahahah
I'm sure this topic will pop up again down the road then we can talk about it yet again hehehehee
I just like sowing off my photos hehehe
Now if I could just get rid of my wife's remodeling crap that chews up all my time then maby just maby I could actually DRIVE my K5 again hahahahah
beater_k20
Banned
84_Chevy_K10 said:
the engine was pulled from the K30 that your Dana 60 came out of, right before Hanks in '03. oddly enough, i've never heard of any problems with it that would require pulling the heads to even see the condition of the cylinders. i've driven the truck, and there's no way that can be categorized as a good strong engine.
Burt4x4
1 Ton First Gen
Well I'm gald I could help you feel 'special' 
hahahaha LOL
hahahaha LOL
TBI was by far the best mod I've made so far. Though it be a stock 87 tbi setup on my old 350 with headers, air gap intake and a rather large cam (that alot on here...or was on here told me would never work) I love it. I don't know if its the throttle response or if I gained horse power but it feels about 3 times stronger than my old carb (honestly). I'm still using the factory chip but I will eventually have one burnt. TBI really woke my rig up. I now also grin everytime I stop on an incline and then give her some pedal. She no longer lets me down, only takes me up.dyeager535 said:
OK, first of all, you need a modern fuel injection system if you're going to pay more than junkyard prices. You should be able to buy a junkyard TPI 305 setup for around $250 and then buy a used StealthRam setup for $300-400. That's cheap torque-monster fool-injection. You're never going to be happy with the stock computer and stock injectors so why bother trying to find a TPI 350?
Next, you've got TBI. I bought an entire TBI 305 pickup for $125. TBI is only good for 325hp because the biggest two injectors can only support 325hp worth of fuel.
Many of them are still using 68HC11 or 68HC09 processors. These are $1 dinosaurs.
Motorola now makes processors for $50-75 that'll do what a Pentium class processors will do... with more I/O ports.
By the time you get to 4 barrel TBI you're in expensive-land and you might as well go MPFI. If you go MPFI you might as well go sequential.
So... that gets into rich-man territory. Accel's DFI is the cheapest controller out there with tuns of tunability, datalogging, and all-around usefulness. There are expensive places like Howell as well.
But at the end of the day you've still got a cast iron smallblock chevy trying to make bigblock power. So you squeak 375hp out of pocket ported stock heads and have a $1800 injection system worth more than the motor. Wait, you say you've got a full roller Vortec-headed 350? OK, it's worth a little more than that. But it still weighs 500lbs and makes 375hp... not a lot of low-end torque, and you aren't going to get any more power out of it without new heads or stroking it.
So... the other option is to count your pennies and open your mind. GM's LS1 is now an affordable motor... people are after LS2s instead of LS1s because there is no replacement for displacement. One of the world's best fool-injection systems is GM's LS1 and LS6. For $3000-3500 you can get a low mile LS1 complete with manual transmission computer. The expensive part is the clutch and the only thing stopping it from bolting in is the motor mount location. It weighs around 450lbs fully dressed. The block alone weighs 53lbs less than a LT1. LS1EDIT allows you to tinker with a LS1's brain. LS1's computer has proven very versatile and people are still using it on thousand horsepower turbocharged f-bodies.
The biggest problem with going the LS1 route is that you need the money to plunk down all at once whereas building a cast iron block can be done in smaller instalments.
Next, you've got TBI. I bought an entire TBI 305 pickup for $125. TBI is only good for 325hp because the biggest two injectors can only support 325hp worth of fuel.
Many of them are still using 68HC11 or 68HC09 processors. These are $1 dinosaurs.
Motorola now makes processors for $50-75 that'll do what a Pentium class processors will do... with more I/O ports.
By the time you get to 4 barrel TBI you're in expensive-land and you might as well go MPFI. If you go MPFI you might as well go sequential.
So... that gets into rich-man territory. Accel's DFI is the cheapest controller out there with tuns of tunability, datalogging, and all-around usefulness. There are expensive places like Howell as well.
But at the end of the day you've still got a cast iron smallblock chevy trying to make bigblock power. So you squeak 375hp out of pocket ported stock heads and have a $1800 injection system worth more than the motor. Wait, you say you've got a full roller Vortec-headed 350? OK, it's worth a little more than that. But it still weighs 500lbs and makes 375hp... not a lot of low-end torque, and you aren't going to get any more power out of it without new heads or stroking it.
So... the other option is to count your pennies and open your mind. GM's LS1 is now an affordable motor... people are after LS2s instead of LS1s because there is no replacement for displacement. One of the world's best fool-injection systems is GM's LS1 and LS6. For $3000-3500 you can get a low mile LS1 complete with manual transmission computer. The expensive part is the clutch and the only thing stopping it from bolting in is the motor mount location. It weighs around 450lbs fully dressed. The block alone weighs 53lbs less than a LT1. LS1EDIT allows you to tinker with a LS1's brain. LS1's computer has proven very versatile and people are still using it on thousand horsepower turbocharged f-bodies.
The biggest problem with going the LS1 route is that you need the money to plunk down all at once whereas building a cast iron block can be done in smaller instalments.
The argument thus becomes the fact that the Lx+ motors are better because of hard parts.
The SBC350 (and I guess the 454 too if we are going to be fair) are working off of 1950's technology. With the times, GM realized that there were a bunch of ways to make more power, and reduce emissions. Lighter castings, changing bore/stroke, totally different cylinder heads, different intake setups, different ways to cool the block, and so on. None of that really has to do with the injection system...yes its more advanced, but I think we'd all agree that if it were possible, controlling an L98 engine (for instance) with an Lx PCM, isn't going to make the power it will on the motor it was designed for.
Building a motor is an incredibly complex undertaking when you start talking about changing bore, stroke, cooling system, etc., which is not going to happen with the older engines to the extent it will with new ones.
TPI out of the wrecking yard for $250 is not reality for most of this country. Nor is a $125 TBI truck.
OBD1 GM ECM's can easily support much power, turbo's, you name it, propelling a vehicle into the 10's has been done, so I don't see where the Accel stuff comes in. Again, no experience with it myself, I'm open to hear how it will make more power than a stock OBD1 ECM programmed right with components capable of making serious power.
Not discrediting the Lx motors, far from it. As you mention, plunking down the amount of cash needed to buy one of those motors is a lot more initially, and the motor mount issue is there too, but I'm sure as these motors become even more common, the motor mount issue will be more easily resolved.
I'd argue the low end TQ numbers, but I would rather see actual dyno graphs between the two, instead of the peak numbers that are always used. I know they exist for L98 motors, but unfortunately, comparing a 1988 motor with something produced 2000+ isn't going to be quite fair, especially when you can buy all the bells and whistles to make the SBC *competitive* with more modern techology.
Heck, you can buy an aluminum 427 block that could be made to put an Lx motor to shame, but it ALL comes down to cubic $$ in the end.. $3000 for a used motor, or $1500-2000 for a brand new one making less power.
The SBC350 (and I guess the 454 too if we are going to be fair) are working off of 1950's technology. With the times, GM realized that there were a bunch of ways to make more power, and reduce emissions. Lighter castings, changing bore/stroke, totally different cylinder heads, different intake setups, different ways to cool the block, and so on. None of that really has to do with the injection system...yes its more advanced, but I think we'd all agree that if it were possible, controlling an L98 engine (for instance) with an Lx PCM, isn't going to make the power it will on the motor it was designed for.
Building a motor is an incredibly complex undertaking when you start talking about changing bore, stroke, cooling system, etc., which is not going to happen with the older engines to the extent it will with new ones.
TPI out of the wrecking yard for $250 is not reality for most of this country. Nor is a $125 TBI truck.
OBD1 GM ECM's can easily support much power, turbo's, you name it, propelling a vehicle into the 10's has been done, so I don't see where the Accel stuff comes in. Again, no experience with it myself, I'm open to hear how it will make more power than a stock OBD1 ECM programmed right with components capable of making serious power.
Not discrediting the Lx motors, far from it. As you mention, plunking down the amount of cash needed to buy one of those motors is a lot more initially, and the motor mount issue is there too, but I'm sure as these motors become even more common, the motor mount issue will be more easily resolved.
I'd argue the low end TQ numbers, but I would rather see actual dyno graphs between the two, instead of the peak numbers that are always used. I know they exist for L98 motors, but unfortunately, comparing a 1988 motor with something produced 2000+ isn't going to be quite fair, especially when you can buy all the bells and whistles to make the SBC *competitive* with more modern techology.
Heck, you can buy an aluminum 427 block that could be made to put an Lx motor to shame, but it ALL comes down to cubic $$ in the end.. $3000 for a used motor, or $1500-2000 for a brand new one making less power.
ntaj*ep
1/2 ton status
Burt you are a F'n pimp!! Come to think of it you and Ryan are both PIMPS!!!
Well, to me, it's all about the dollar. I don't care that the SBC was created from an oilpumpless motor.
GM has pretty much always spent the same amount of money (including inflation) on their powertrains... it's just the technology is better. The LT4 was being developed in 1989 and the LS1 in 1991.
OBDI has its limitations... if it were the shiznit more people would be racing using it. But in reality, it's a dinosaur. The processor alone is only good for about 7,000rpm. The maps are limited. The barometric sensor isn't good enough. I'm running it, but in its stock form. I'd love to have someone burn me a chip to get rid of all the emissions stuff.
Spending money on old technology, especially the coin some of you guys are talking about, is just plain crazy. By the time you can burn your own chips for an OBDI setup and get all your stuff you can buy Accel's DFI. Especially if you factor in the time spent pissing away on OBDI and its equipment.
A used LS1 costs around $3,000. A brand spanking new LS2 costs $6,500. To make crate LS2 power you'd spend the same amount of money building a 383 cast iron smallblock (heads, machining, forged internals, fool injection). The LS2 makes 350ftlbs by 1200rpm BONE STOCK. The LS1 made 310ftlbs at 1200rpm. GM's LS1-LS2 computers are the best in the industry and people are running them running the world's lopey-ist cams (640hp normally aspirated).
So, you yourself have said it's easy to spend a bunch of money on factory TPI/TBI. Right around what Accel sells their DFI for. Then a budget rebuild costs $700. Or for around $3000 you get factory EFI, a motor, and the reliability of factory EFI in a lighter package.
GM has pretty much always spent the same amount of money (including inflation) on their powertrains... it's just the technology is better. The LT4 was being developed in 1989 and the LS1 in 1991.
OBDI has its limitations... if it were the shiznit more people would be racing using it. But in reality, it's a dinosaur. The processor alone is only good for about 7,000rpm. The maps are limited. The barometric sensor isn't good enough. I'm running it, but in its stock form. I'd love to have someone burn me a chip to get rid of all the emissions stuff.
Spending money on old technology, especially the coin some of you guys are talking about, is just plain crazy. By the time you can burn your own chips for an OBDI setup and get all your stuff you can buy Accel's DFI. Especially if you factor in the time spent pissing away on OBDI and its equipment.
A used LS1 costs around $3,000. A brand spanking new LS2 costs $6,500. To make crate LS2 power you'd spend the same amount of money building a 383 cast iron smallblock (heads, machining, forged internals, fool injection). The LS2 makes 350ftlbs by 1200rpm BONE STOCK. The LS1 made 310ftlbs at 1200rpm. GM's LS1-LS2 computers are the best in the industry and people are running them running the world's lopey-ist cams (640hp normally aspirated).
So, you yourself have said it's easy to spend a bunch of money on factory TPI/TBI. Right around what Accel sells their DFI for. Then a budget rebuild costs $700. Or for around $3000 you get factory EFI, a motor, and the reliability of factory EFI in a lighter package.
Fierospeeder
Banned
CyberSniper said:
thats what a majority of people are doing in the fiero community. Running new engines and fuel injection systems. LS1s and northstars.
And they are. Don't know what you consider racing, but 10's and 11's on these dinosaurs isn't bad. I'm not a racer myself, I've never seen nor heard of an RPM limit based on processor speed. Stock, rev limiter on 1989 MAF cars was about 5900RPM. Again, I think a lot of this is going to come from the fact that the modern engines start with better parts than the gen1 SBC could ever dream of. Don't forget, the TBI ECM's are slow even compared to the later MAF ECM's.
So $250 for a 305 TPI (your situation) and $300 for chip burning stuff=Accel DFI?? I don't see how in ANY injection setup you can accomplish a "perfect" tune without spending the same amount of time. The later the motor, the more complex the process has to be, especially if we start talking about quad O2 sensors, MAF and MAP on the same motor, and so on. The hardest part of tuning is getting it right across the board. Whether LS1 or TBI, it's going to take effort to figure out what timing is best, fueling, etc.
IF you can get a 305 setup for your carbed engine for $250, wouldn't the expenditure be WELL worth it compared to getting an LS1 or whatever at $3000+? You say it yourself, it's about the dollar. Even giving $250 more for parts, is the $2500 difference (for example) worth it to the masses for the power (and problems) that you would experience with an Lx motor?
Not to mention, in the realm most of us talk about, low end torque is where it's at, not 7000+ RPM shift points. I'm sure some of the mud guys could really take advantage of that, but many certainly couldn't.
Everything is evolutionary, and on the EFI timeline, TPI is a ways back. Just not as far back as carbs and TBI, and not so far back to be irrelevant or unuseful IMO. There is better out there, always will be, but again it comes down to how much money do you have to go fast.
Unless you've used LS1 edit, at this point I think both of us are talking out our rears, since *I* don't have experience with using older ECM's to race, nor have I dealt with the Lx motors at all.
dirtwarrior17
Banned
CyberSniper said:
gonna have to give you the buzzer on that one....there is guys over at thirdgen.com running my setup making 400 hp...
Costed me 700 for the holley tbi, manifold, and pump and its gonna be another 400 for the prominator and labtop...
i don't know what accels dfi costs but 1100 bucks for 400 hp isn't bad at all.
ntaj*ep
1/2 ton status
dirtwarrior17 said:
Know what, show me the money! Post up the dyno #s on your set up. The "factory" stuff honestly is a "good" setup but theres no replacement for a tunable aftermarket system. Even the Projection systems as crappy as they are are better than OEM....
dyeager535 said:
10-11s with stock TBI EFI isn't posible. It neither flows enough fuel nor air for 10s and 11s in a 3600lb car. You can run a 4 barrel Holley TBI to get the requirements but we're talking $600.
dyeager535 said:
You said how much it cost you. Which is right in line with Accel DFI. I'm running stock TBI because I'm cheap and I'm not going to spend money on an aftermarket controller. Tim's thread was about aftermarket.
dyeager535 said:
It depends. A budget stock 350 rebuild will cost you $700. We're talking *budget*. If you want forged parts (as compared to a LS1/LS6 or LS2) you're talking $600 for a Scat internally balanced 3.75" (why buy 3.48") crank, I-beam rods for $300 (or H-beam for $600), and a set of pistons for $400. If you're going to spend the coin on forged internals it's time to step up to full roller valvetrain which will cost you around $800-1000 on a firstgen smallblock or a little less on a block that already has hydraulic roller lifters. So, in hard parts alone you've spent what an entire LS1 with brainbox costs. Then you're still limited by the heads unless you've got a Vortec longblock.
dyeager535 said:
LS1s make TPI torque without going aenemic at 4300rpm.
dyeager535 said:
TPI is merely batch-fire TBI with MAF and eight injectors instead of two. OK, it's a little bit more complicated than that but essentially it's true. The long runners help develop torque but cause an aenemic situation at higher RPM. $600 for a StealthRam intake for TPI makes TPI scream at the top end while costing very little down low... but again you're getting into "shoulda boughta LS1" territory.
dyeager535 said:
I've watched it used once in an ATI ProCharger application. You can do some amazing ****. Nobody runs the older ECMs to race because they're dinosaurs and WOT drag racing doesn't really need a map. As far as personally owning an LS1 or a copy of LS1EDIT, I can only dream.
dirtwarrior17 said:
Let's see the dyno sheet...
A 2 barrel TBI setup can't make more than 325hp without buying $250 injectors. The largest production injectors ever made for a TBI220 were 100lb/hr ones. You can buy ones up to 200lb/hr but it doesn't matter since a large bore TBI220 can only flow 750CFM. Doing the math, you're limited to 325hp using two 100lb/hr fuel injectors. A 4 barrel TBI setup is good for 650hp... 4 injectors.
How much money are you going to have into the motor as well? You have to remember that a LS1 setup comes with a motor... forged at that... that weighs 150lbs less.
Sorry if you thought I was talking TBI. I actually spent some time looking for TBI dyno sheets, not much luck finding heavily modded TBI data. I was talking about TBI/TPI in general vs. the Lx motors that you had mentioned.
OK the Accel DFI "kit" I'm looking at is $3250 (link) Everything else I see is $1500+ just for the ECU and some sensors.
For anyones benefit here is a link to an LS1 dyno test. With headers, so not a real baseline, but I'm sure close enough.
Your anemic TPI above X RPM observation is again proof that the hardware is a major limiting factor, and the limitations of the TPI hardware are well known.
Again, no clue what would make the later MAP sensor any better, but the older ECM's are capable of running 3 bar map sensors. (that's good for up to 28PSI of boost)
I totally agree that spending big money on the various aftermarket intakes for TPI gets crazy and probably puts you in "shoulda bought a different engine." Heck I can use my own motor as an example, the "stock" Vortec base cost me $300, normally $400. That's due to expecting to go carbed Vortec, but nonetheless, that's $400 spent that wouldn't need spent on an Lx motor or with aftermarket heads. (again something that wouldn't be needed on the Lx motors for more power)
It's not a little bit more complicated, it's a lot more. The ECM's are vastly improved over TBI, the amount of code used to manage the engine greatly increased, stock turbo's were run off the ECM's, and the swap from MAF to MAP in 1990 which changed the field again. If you want to consider TBI batch fire, thats fine, each bank of injectors fires at one time, just like the TBI injector. Just mnre injectors, located in a better location. I'm sure the difference between the PCM (or whatever) for the Lx motors is the same jump in capability as TBI to TPI. I keep hearing that Lx motors switch to batch fire at WOT as well, but I can't find any documentation that "proves" it one way or the other.
Your still saying that no one uses the older ECM's to race, yet there are plenty of people in the 10's and 11's running stock ECM's. That's dependent on how much they have spent on hard parts, not the ECM's limitations.
OK the Accel DFI "kit" I'm looking at is $3250 (link) Everything else I see is $1500+ just for the ECU and some sensors.
For anyones benefit here is a link to an LS1 dyno test. With headers, so not a real baseline, but I'm sure close enough.
Your anemic TPI above X RPM observation is again proof that the hardware is a major limiting factor, and the limitations of the TPI hardware are well known.
Again, no clue what would make the later MAP sensor any better, but the older ECM's are capable of running 3 bar map sensors. (that's good for up to 28PSI of boost)
I totally agree that spending big money on the various aftermarket intakes for TPI gets crazy and probably puts you in "shoulda bought a different engine." Heck I can use my own motor as an example, the "stock" Vortec base cost me $300, normally $400. That's due to expecting to go carbed Vortec, but nonetheless, that's $400 spent that wouldn't need spent on an Lx motor or with aftermarket heads. (again something that wouldn't be needed on the Lx motors for more power)
It's not a little bit more complicated, it's a lot more. The ECM's are vastly improved over TBI, the amount of code used to manage the engine greatly increased, stock turbo's were run off the ECM's, and the swap from MAF to MAP in 1990 which changed the field again. If you want to consider TBI batch fire, thats fine, each bank of injectors fires at one time, just like the TBI injector. Just mnre injectors, located in a better location. I'm sure the difference between the PCM (or whatever) for the Lx motors is the same jump in capability as TBI to TPI. I keep hearing that Lx motors switch to batch fire at WOT as well, but I can't find any documentation that "proves" it one way or the other.
Your still saying that no one uses the older ECM's to race, yet there are plenty of people in the 10's and 11's running stock ECM's. That's dependent on how much they have spent on hard parts, not the ECM's limitations.
Common practice is to buy an Accel DFI setup, whatever intake, whatever injectors (common practice is Mustang injectors), and whatever throttle body you want. Most intakes nowadays already have the bosses in them awaiting either fuel injectors or direct port nitrous. Usually end up spending just under two grand but you get to run what you want, not what other people hand you in a kit.
So, so far we've pounded out that an injection system is going to cost you $2000 for a cast iron small block chevy when you buy from the aftermarket. If you happen to get lucky you can get into custom burning and a TBI or TPI setup for about half that. If you want more than 325hp it's going to cost you what an aftermarket setup costs. And you're still using old stuff from the junkyard. You can pretty much guarantee you'll end up buying $250 worth of sensors to replace all the original ones and carry the original ones as spares.
So, it seems that a budget rebuild of a cast iron smallblock chevy costs around $700. Still no forged internals. You're at LS1's door.
If you only want what TBI or TPI can give you then maybe TBI or TPI is for you. However, most of us are aiming for bigblock power out of a smallblock and TBI/TPI can't do this for you without costing more than an LS1. And the LS1 weighs less and is bone stock.
Now, running a TBI ECM in the 10s is possible. It's not possible with a stock injection setup. No ifs, ands, or buts. How much money do they have in their setup? You can stick a Procharger on an LS1 and never touch the computer and run 10s... 9s if you've got the fuel and exhaust for it. You can do it normally aspirated as well... but it's a pretty adaptive piece of equipment.
So, so far we've pounded out that an injection system is going to cost you $2000 for a cast iron small block chevy when you buy from the aftermarket. If you happen to get lucky you can get into custom burning and a TBI or TPI setup for about half that. If you want more than 325hp it's going to cost you what an aftermarket setup costs. And you're still using old stuff from the junkyard. You can pretty much guarantee you'll end up buying $250 worth of sensors to replace all the original ones and carry the original ones as spares.
So, it seems that a budget rebuild of a cast iron smallblock chevy costs around $700. Still no forged internals. You're at LS1's door.
If you only want what TBI or TPI can give you then maybe TBI or TPI is for you. However, most of us are aiming for bigblock power out of a smallblock and TBI/TPI can't do this for you without costing more than an LS1. And the LS1 weighs less and is bone stock.
Now, running a TBI ECM in the 10s is possible. It's not possible with a stock injection setup. No ifs, ands, or buts. How much money do they have in their setup? You can stick a Procharger on an LS1 and never touch the computer and run 10s... 9s if you've got the fuel and exhaust for it. You can do it normally aspirated as well... but it's a pretty adaptive piece of equipment.
Around here, you are looking more at $1000 for a small block rebuild, (decent parts, assembled yourself) $500 for an injection setup (used parts), $1000 for good aftermarket heads (again, lets play compete with Lx motor here) and then another $500 for various other parts, which still doesn't touch a complete retrofit roller cam/roller rocker set for a non-roller chev block.
EASILY $3000 in a motor that still uses the long tube runner TPI plenum and base, and will probably STILL not touch an Lx motor.
Now if you just want something better than a carb, go get your $500 used TPI setup, slap it on your low compression 350, and be done with it.
I only know what mods for the gen 1 SBC are costing there could be Lx stuff that adds cost over acquisition, no? LS1 edit free? How much fab required to fit it in our trucks? Probably a few other things that need changing over, but I definitely understand how acquiring a "lesser" injection system in bits and pieces (and a motor build) adds up to the cost of getting into an Lx motor. Still, at $3000+, we are talking about a used motor, are we not?
EASILY $3000 in a motor that still uses the long tube runner TPI plenum and base, and will probably STILL not touch an Lx motor.
Now if you just want something better than a carb, go get your $500 used TPI setup, slap it on your low compression 350, and be done with it.
I only know what mods for the gen 1 SBC are costing there could be Lx stuff that adds cost over acquisition, no? LS1 edit free? How much fab required to fit it in our trucks? Probably a few other things that need changing over, but I definitely understand how acquiring a "lesser" injection system in bits and pieces (and a motor build) adds up to the cost of getting into an Lx motor. Still, at $3000+, we are talking about a used motor, are we not?
dirtwarrior17
Banned
bump the fuel pressure and that all changes...
were can you get 200 lb injectors? that is Way more than you need for 325 hp. How do you figure a 670 or 750 cfm tbi with 200 lbs injectors only supports 325 hp? cfm isn't holding it back... carbs that flow 500 cfm can make 350 hp with a little tuning and the right setup.
holley has the injector/hp chart on their website...the 670 cfm tbi has 2 85 pph injectors. that comes out to 360 hp.
they tell you to run stock psi because they want you to say damn, i need a 4bbl. then you go and spend 1000 on a 4bbl setup and they laugh their asses off.
I am running an inline 45 psi pump.... because of the regulator in the tbi its probably more around 35 psi but i need to hook up my guage.
Holley reps are quoted saying that it will support 350 hp...
plenty of guys over at thirdgen have the holley 670 cfm 2bbl tbi with 85 pph injectors and have the dyno sheets to prove their numbers of 375 up to 400.
670 cfm and 2 85 pph injectors is plenty. When i get the sheets you'll definetly see em posted up.
were can you get 200 lb injectors? that is Way more than you need for 325 hp. How do you figure a 670 or 750 cfm tbi with 200 lbs injectors only supports 325 hp? cfm isn't holding it back... carbs that flow 500 cfm can make 350 hp with a little tuning and the right setup.
holley has the injector/hp chart on their website...the 670 cfm tbi has 2 85 pph injectors. that comes out to 360 hp.
they tell you to run stock psi because they want you to say damn, i need a 4bbl. then you go and spend 1000 on a 4bbl setup and they laugh their asses off.
I am running an inline 45 psi pump.... because of the regulator in the tbi its probably more around 35 psi but i need to hook up my guage.
Holley reps are quoted saying that it will support 350 hp...
plenty of guys over at thirdgen have the holley 670 cfm 2bbl tbi with 85 pph injectors and have the dyno sheets to prove their numbers of 375 up to 400.
670 cfm and 2 85 pph injectors is plenty. When i get the sheets you'll definetly see em posted up.
