I use Locar for both throttle and kick down on my 518
and to Poly... on the manifolds I build the carbs
are turned at a angle so they all line up over the port

Does too......lol.

Well, I stand corrected😀😀😀😀

SO, the butterfly`s point forward and the back of the cowl takes in air? OR, does it get air through the grill..........seems WAY wrong to me...........

Dem headlights!

Dragula & Mike,

So if I decide to buy the Holley FI, it looks like I would buy the Holley Dominator ECU, the Fuel Injector wiring harness, Fuel injector rail kit that includes the injectors...

Would I need to run two O2 sensors, one on each side of the headers?

The harness kit for the o2 sensors, two 1000 cfm throttle bodies...but Holley sells 4 styles?

Anything else I am missing, since I do not see a complete kit for sale for direct port injection...and will the Dominator ECU self learn?

Sorry for all the questions, but if the Holley system is better than the FiTech, I would like to know before I open the box.

Thank you, Mark

Why not run a 2000cfm 4500 throttle body on a single plane Dominator intake with the Holley ECU and a Vaporworks CTS-V module with PWM? Keep it simple. If you need more CFM than that, look at some of these.

https://accufabracing.com/throttle-bodies/racing-throttle-bodies/four-barrel-throttle-bodies

I think it's a no-brainer to run EFI on these big Hemis (if you have the $$$). I have most of the parts to build a 604. My plan is to run two of the EZ-EFI throttle bodies on a Stage V dual-quad intake. I already have the EZ-EFI single quad kit and a dual quad upgrade kit. Yes - I'd rather run a dry manifold but I already have the parts for a wet manifold setup. Most engine builders I talked to suggested that the Stave V inline dual quad was a better design than the Indy Modman. The Modman is completely open in the plenum (all 8 ports) and just has short stubs that lead to the ports in the head. The Stage V has a front 4 cylinders plenum and a back 4 plenum with a smallish rectangular hole connecting the two plenums. The Stage V port matched to the heads is the way I plan to go. Plus Tim at FHO has a Shaker baseplate that fits the Stage V intake manifold carb spacing. I'd also like to get a good look at the new Eddy dual quad HEMI manifold.

I'm not sure if the EZ-EFI ECU will handle the low vacuum of a big roller cam. You might have to go to the FAST XFI ECU or Sportsman XFI. I haven't read enough about the FiTech to understand if low vacuum is a problem for that ECU. The EZ-EFI self-learning code sees that low vacuum and thinks that you have your foot on the gas pedal. I would have thought that the TPS (Throttle Position Sensor) would override the low MAP signal in the self-learning code and the ECU would know that you are just trying to idle. I've discussed this with Rich (Fastmanefi) and he told me that big cam low vacuum is an issue for the EX-EFI ECU.

I'm also waiting to read more about the Carlisle give-away HEMI. That's a 572 with dual quad EFI. I heard that it made high 800's HP at 6200 RPM and 700+ torque from 4000-6200 RPM. HP #'s were still climbing but since they used a hydraulic roller, they shut it down at 6200. That motor has the Eddy heads which out of the box, flow as good as my MCH ported Stage V Heads See: http://www.hotrod.com/how-to/engine/1603-win-this-hemi-part-1-the-572ci-short-block/

Somebody mentioned COP (Coil On Plug) ... the coils used in the Ford Coyote fit right into my Hemi spark plug tubes and connect to the spark plug. I was thinking of using the Coyote coils sold by AEM along with their "puck" that does crank and cam timing signals. You can pretty easily modify an old distributor to mount the puck and you get a clean solution for 24x crank and 1x cam signal. Then wire all that into the FAST EFI ECU and you're in the 21st century!!

Hi Rumblefish,

I have already bought the FiTech Command Center fuel pump kit, and at this point I will run that with the Holley HP ECU kit, with the better O2 sensor. It is the "N" Kit.

I will have Bob at Modern Cylinder heads modify/weld in the bungs and mount the injectors and fuel rail for my Stage V intake. I am also planning on having the manifold portmatched and smoothed out by Bob.

Should I keep my 440RB engine, I will just buy the FiTech 800HP dual quad kit, however it may be put in another Mopar car at some point, so that will now be on the back burner.

I am still waiting a call back from Holley on whether I should buy the Holly Dominator ECU and run two of the O2 sensors.

Thank you all for the pointers, Mark

I have the FITech 1200HP unit on my RB. I would steer clear of the command center based on a few things I have seen. Just run an full return EFI fuel system.

Hi Outlawd,

I already bought the Command Center...so what exactly have you seen?

Thanks, Mark

Chevy site, and long thread, but he had issues with the vent overflowing with fuel I believe. They don't seem to have a separate vent and return. Surge tanks generally have a return for the low pressure system.

Some people have had issues, others have not. I already had EFI capable pumps, so I didn't need anything extra.

http://www.chevelles.com/forums/89-efi/8...all-w-pics.html

Well, after all of the great information, I just finished running my return line to the fuel cell, and decided on the Holley Dominator ECU kit with dual O2 sensor support.

Holley made a good argument for having a dual O2 system, and MPFI.

I will just sell the FiTech FCC on ebay...wont lose any money as they are on back order from Fitech.

Ray Barton also told me that the Holley MPFI was far superior that anything he has installed.

Thanks, Mark

Keep us in the loop as your implementation progresses. I want to learn from your experiences.

Sounds like the way to go with such a radical engine.
I haven't got my FiTech, they are on back order, but it is for a much milder engine. I think large cams with a lot of overlap and intake reversion can upset the MAP sensor, and the software needs to be pretty advanced to handle that (for speed/density), or just use Alpha-N fueling? I'm not sure the FiTech software does Alpha-N?

Hi Rumblefish and 451Mopar,

I will keep all involved...also, there are a lot of pieces and parts to the Holley systems, so it will be a learning experience for me too. I am wanting to run dual HTK O2 sensors for better control that the Dominator supports. The other thing the Dominator supports is fly by wire throttle, however I don't know if I like that or not...

I do not know what Alpha-N is, and if it is supported by the Holley systems...anyone want to chime in?

BR, Mark

Speed density uses the MAP sensor (along with the other sensor inputs) to figure airflow under different loads and air conditions.
Alpha-N is a simpler calibration based on throttle position and RPM, sort of like the old mechanical fuel injection systems.

I only know a little about the Holley Dominator, but it is a top of the line ECU that will do either, and maybe even a combination?

I have the FAST 2.0 ECU for the Coronet, and the Holley is supposed to be even better.

The FiTech will be on the Jensen.

As 451Mopar said Alpha-N is TPS vs RPM. It is NOT the way to tune a modern EFI system unless you have no other choice. It's fine for all out race engines but you can't get drivabilty since it has no way of sensing load. Speed Density is preferred, but it can be tricky if you have low vacuum at idle. The Holley Dominator does allow Alpha-N at idle and then transitions to Speed Density. Although that is cool, I have never needed to use that feature even on all out drag race motors.

Thank you Rich & 451Mopar,

I see that Holley sells MAP sensors that are 1,2,3,5,3.5 & 7 Bar...do you know which ones I will need to buy? and why the different pressure types?

I think I know have almost a complete list of parts to order.

Since my car/engine is a Street/Strip car, my engine is closer to a race engine to be driven on the street. It is not a cruiser car but a blast around the neighborhood car that will be taken to the strip ;-))

Thank you.

1-bar = NA (no boost), 2-bar to 16 PSI boost, 3-bar to 32 PSI boost, etc, etc, ...