Hey guys - I'm trying to get the best and easiest bolt-on EFI system for an essentially stock 1972 Buick 350 going into a 1969 Jeepster Commando. DOES ANYONE HAVE A RECOMMENDATION OUT OF THE FOUR ABOVE? Reviews? Commando is a daily driver and weekend offroader (4.10 gears, SM 465 dump truck tranny, twin-stick Dana 20 transfer case, 32" tires; 3000 rpm = 70 mph). After looking at my three source engines (1968 short block assembled with incorrect year (1973) heads ; 1972 Stock 2 barrel, and 1973 stock 4-barrel, I'm going with a rebuild of the 1972 block with a 4-barrel intake. Basically stock rebuild, with Crower level 1 cam, HEI, and some oil pump mods (block off plate, pressure regulator), grooved cam bearings. Machining a 225 flywheel (heavier) for lower RPM torque. Basically a stock/mild motor being rebuilt for 0-4500 rpm. Goals: fuel efficiency, torque, reliability I have researched the literature on the FAST EZI EFI 1.0 and 2.0, Holley Avenger, Atomic EFI, and Edelbrock systems, but am in a quandary. 1) Which would be the easiest and best EFI for my application? (I'm figuring 350 ft-lbs and maybe 250-275 horse for the motor?) 2) Stick with stock 4BBL intake, 2 BBL intake, or get the TA aluminum intake? (TA would allow essential bolt-on of the EFI systems without an adapter) 2a) I have read that dual plane intakes don't respond well to TBI. True/not true? 3) I WANT FULL COMPUTER CONTROL OF SPARK AS WELL AS FUEL. What HEI mods will I have to do? Thanks for any input. PS - budget is a factor, but I have decided that I want the reliability of EFI. That being said, a completely suitable $1800 system would be preferable to a $3200 system for no gain... NOT interested in swapping a chevy TBI and playing with chips and tuners and ECMs and wiring...
I think you should call TA and put a deposit on the upcoming single plane intake. This intake will be setup for multi port EFI and in my mind there is no point in going with EFI unless you go multi port. The current TA intake offers nothing over the stock intake. There are many options as you know for the EFI kits but I would be sure to get something that is not only self tuning but also gives the option to be tuned by a laptop. This way you can take the truck on a chassis dyno and have a pro dial in the tune. Even if you are not interested in a dyno tune now it would be crazy to spend big money on a system that does not give you that option. If you really want to save some money you can get a throttle body EFI system but I think a custom built Q jet is a better option for the mpg vs $ factor.
The throttle body is better if you plan 4wheeling at heavy angles, I would go msd atomic with a msd distributer. Add an O2 sensor. I would bump up compression over 9 to 1 if you want low end torque.summit racing has 1734 3.0 v6 pistons will work out well. That's my thought on it.
OK - if it is a multi-port intake, what EFI system will be bolted on? Sounds interesting. And Sean, I know diddly squat about the existing EFI systems and their performance. Which systems allow a laptop tune? I like the idea of self tuning, but can see your point. I'm leaning towards the FAST 2.0, as it has spark and fuel control, and has a 7" tablet...
The question with the fast system and spark control is what distributor is compatible. maybe a late v6 with v8 reluctor and pickup.
The last few missing posts were about using the Holley Avenger 550-200 2bbl TBI injection since the engine is in the 200 hp range. The next problem was the distributor with the 4 terminal module. If you want to use the HEI coil distributor and have the EFI system control the timing you will need to use a 7 or 8 pin module. You will need to lock out the mechanical advance and eliminate the vacuum advance. There should be room in the distributor to mount a 7 pin module after you clean out all the advance stuff If not then an 8 pin can be use outside of the distributor case. The 8 pin is better suited for exposure since it has plugs for coil and Input/Output connections. The other alternative is to use the 4 pin module with a pull up resistor to create a trigger signal for the EFI system and have the EFI system trigger an MSD ignition system. Paul
check this article. I helped install the atomic systerm. http://fordracingnation.com/tech-cars/tech-engines/361-atomic-efi-install
UPDATE: Atomic, FAST EZ EFI 1.0, 2.0, Holley, or Edelbrock: Going with custom TBI!!! Update: In my search for different EFI systems other than the ones mentioned above, I also contacted AFI and looked at the Megasquirt. But then, all hope and faith in humanity returned... I got in touch with a group of retired helicopter mechanics in Fresno, CA. Company name is Warrperformance, LLC. Jason from Warrperformance builds EFI for offroad vehicles, and has adapted 4.3 setups for the Buick 3.8L with a lot of success. We got to talking about old Jeeps, and well, here's the deal: I asked him about the Buick 350, and he is going to custom build/tune/program a Chevy 350 TBI system for me, for $765.00 out the door. 350 Chevy TBI, new injectors Custom chip (lean cruise) burn with free reburn/tweaking heated O2 sensor custom wiring harness Buick HEI distributr modded to 7 pin and arms welded ECU 454 adapter from TBI to stock 4-barrel intake. Knock sensor There are two questions I need answered: 1) Do I need the knock sensor 2) Where does the knock sensor mount on a Buick 350. When I get the system, I will post a thread on the build.
The knock sensor is helpful if you have the TBI control the timing, it can then retard ignition if it detects knock. But if you're offroading, I've heard people complain that when driving on a gravel road, the sensor can give a false signal if the tires flick rocks at the oil pan. I'm planning on using one, but I'll be running the Ford EDIS with Megasquirt. I'm planning on bolting it to the boss that the dipstick tube attaches too.
I have to say, that this was the most well packaged, marked, and put together system I have ever seen. Brand new HEI dizzy, the adapter was media blasted, the injectors were new, and the TBI base was perfectly square. Wiring harness was marked, and all the connectors and sensors were brand new, other than the knock sensor. Does it work? Don't know yet. I've taken apart 4 buick 350s, and they are going to en engine builder to be built starting 8 October... Should have the engine back by Halloween, and in by Thanksgiving. I'll provide an update and pictures then.
Derek, I do not know. It was for a Chevy 350, so more or less whatever the max hp for a 90s Chevy 350 TBI is. I don't think that the injectors will be the limiting factor for my application. Warrperformance will also make a system using the 454 TBI, and custom burn the chip. They can also mix and match injectors with the bases, and custom make you something for your application. I would get ahold of them through eBay, and message them your needs/requirements/desirements.
That sounds really good, should work well for your application and the price is right! I still need to get you that shipping quote... Had out first baby 2 days ago so i have been swamped...
Congrats, Sean! I see the need for a Buick powered station wagon in the near future! as to CFM for the throttle body, I do not know. Will post back here when I do.
If memory seves me it was 480 CFM for the 350 TBI setups and about 600 CFM for the 454 setups but I could be wrong.. Should work great for a low RPM application.... My 91 Chevy pickup with a TBI 350 was DEAD reliable and much better drivability than a carb... That TBI engine was not setup for high RPM either and it pulled trailers and truff just fine...
