Anyone running aftermarket EFI on their cars ?

x3. It's not a cheap alternative and regardless of what system or who you buy it from, you will need some sort of support. Be sure that the system you choose comes with the support that you are comfortable with. If you are reasonably knowledgeable and willing to read and learn, the Megasquirt is a compartively economical setup while some of the other systems are more "plug and play" you will still want some decent support. I went with the FAST XFI setup becasue of the support and the flexibility of the system. Here's a shot of the install. Has been running on the test stand but not quite ready for the road yet. We've done the cold start and idle tuning but still much more to go.

Went with the older Classic FAST system when most people didn't know what EFI was on an older car. Its been 11 years since my first system, and I still love it.....I did a lot of research and calling around before purchasing. I can tell you at the time I purchased mine, only a couple of guys in the USA knew how to go through it and work it out, and I was better than one of them at it. Since then I have done my own tuning.

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Will the FAST EFI work on a hemi with a shaker on it? Clearance, throttle body to air cleaner issues size wise?

I'm bouncing this topic around, but I guess that's inevitable.

I had mentioned I would be running a TBI unit at first, and here’s a huge advantage to that for a first-timer at EFI.

You’ll run new fuel lines, an electric pump, and IAT and CTS sensors. Hopefully your orig throttle cable and kickdown can be made to work with little fuss. You leave the orig fuel pump and feed line intact.

If you have any problems with the EFI and need to use the car (or just want to), you merely reinstall the carb and line, the fuel pump, reconnect the throttle and kickdown stuff, reconnect the orig fuel line to the tank, reconnect the distributor wiring to the module and you’re back on the road in a couple of hours at most. All the sensors can be left in palce (although a heated O2 sensor would still require heating to prevent it from clogging).

Port EFI would be similar but would require an intake manifold change also.

Even after that, if your EFI system has datalogging capability you can still record data from CTS, IAT and O2 sensors while you drive with your carb.

Since no one has spoken up loudly about the Great Mega Squirt system I will have to....This system has evolved over the years and has now become much easier to deal with, as you can buy assembled units and the support is unbelievable as there's lots of ppl using it these days. The cost svaing over a FAST or Edelbrock system are considerable, but it is still not cheap. A wideband o2 sensor and a carb is much Cheaper and just as tunable. So I fully agree with the you just gotta want EFI....

To be honest, I would not bother going with a TBI/CFI setup, or a batch injection system. That would rule out some systems including Retrotek if I correctly remember it.
If you are going to go to the time and expense just get a SEFI system and be done with it. Get spark too.

There’s a cult following to your suggestion, and I’ve read the ‘sequential debate’ in numerous forums - but getting a sequential system adds a BUNCH of complexity and cost over TBI. Things to ponder:

SEFI requires port injection, so there’s $300-600-worth of additional expense on the intake tract. You also need to add some type of cam sensing, or at least a crank trigger and some programming to count the revolutions correctly. GM TBI units are modifiable, fairly rugged, and dirt cheap -- even the 454 ones are reasonably-priced. Depending on one’s power requirements, a tweaked 454TBI setup with a Megasquirt2 can get you injected at around 350-375hp or so (and with spark control) for less than $1500.

Also, sequential loses its benefits above ~3000 RPM anyway because there isn’t enough time to squirt sufficient fuel only when the valve is open (those benefits were mostly for the OEMs and emissions regulations). Furthermore, squirting/wet flow on a closed valve (as in a batch or TBI system) gives the mixture a hot item to vaporize from (and vaporization is good!), so it’s a nebulous scenario.

Fuel spraying from an injector becomes cooler, but the wetflow thru a warm intake manifold has had a longer time to atomize. Plus, if you want to squirt at a closed valve in a bigblock Mopar head, you better find injectors that can squirt a curveball!

After I get 3-5 systems under my belt maybe I’ll feel differently, but for now a TBI unit is essentially a carburetor that’s fully-variable, almost fully-programmable, and won’t boil the fuel out on a hot day. That’s still a huge step upward IMHO, and a great way for a beginner to cut their teeth (or retreat if necessary).

one or 2 computers for this set up ?? whats the total price,,,looks intresting,,ide love to try it on a street driven blower motor,,with the junk in todays gas,, if the car isnt driven every day,,,the gas of today takes a toll on your rubber carb parts,,,ide like to hear more about this set up thanks,,

Yes there is the debate between batch fire and sequential. It really depends on how radical the motor is IMO. If you're developing enough vacuum to run power brakes, I don't think you're going to notice much difference between the two compared to a 700 or 800hp race motor. Also depends on your budget, while no efi system is for the faint of wallet, the MS is the cheapest.

Currently MS only does batch firing, however the MS-II Sequencer is in beta testing right now. MS-II Sequencer does sequential plus individual cylinder fuel trimming.

For port efi versus tbi, that's a tough one. The stumbling block is the price of a decent flowing TBI. The GM 454 units don't even flow well at all in terms of air or fuel and to get the flow up there costs some $$$. If you're making 250-300hp, you're probably okay, but that's about tops. I have the cfm for them (converted from 2bbl flow to 4bbl flow) as well as the flow size of their injectors on my computer somewhere. I just remember the GM tbi's just aren't that good in stock form. And used 454 tbi's aren't the cheapest things out there either for the used piece you're getting. They can be modded for more flow but you quickly dig yourself into a hole in which you could have gone port efi for near the same price.

This is one of the best discussions (informative and civil) that we’ve had on EFI yet! I agree with Daytona Turbo and MoparRich completely, higher-hp engines make a TBI setup less attractive. I don’t have any radical or 400+hp engines so the benefit of sequential tuning isn’t foremost in my mind.

I’ve scored 3 different 454 TBIs for around $75 each (the earlier ones with the 90lb@13psi injectors) and there is a guy on ebay that will bore them and put thinner blades in for about $175 shipped. One just has to be patient and bid on a lot of them to get a cheap one. Having a smallblock TBI for parts (dirt cheap) sometimes allows you to score a bare 454 casting cheap, too.

There are a few places that sell stiffer regulator springs and/or adjustable regulators so the fuel pressure can be turned up to 30+ PSI easily (which is the pressure the later-model 454s ran at). With a little ingenuity the regulator can be made adjustable at home for free.
90lbs (@ factory 13psi) = ~ 300hp, >>106lbs @ 18 psi (~360hp), >> 125lbs @ 25 psi (~425hp)

Yes, TBI cost goes up with hp level , but if you want port injection you either need a modified intake ($300 to ???), fuel rails ($75-100), a regulator ($100+), and injectors ($100-400 depending on size) plus you still need a throttle body for the air (all the 4V styles are $300+, and an elbow and single-bore TB is not much cheaper). At least if you run an RB there are 2 off-the-shelf intakes available (the Eddy Victor and the Eddy ProFlow XT) but those are $300 and $450 each. And if you’re a stock-head B-engine stroker guy, nobody is making a port manifold for that one.

And one thing we haven’t mentioned yet – if you want to hide EFI for a near-stock engine appearance TBI is the only way!

Anyway, I’m gonna start TBI and go from there because it’s simplest (thus far I’m all research, theory and fabrication, but millions of TBI cars prove it does work). I will eventually go to port as experimentation time permits. Hopefully I’ll have some results to report next spring!

I bought a used system several years ago. It's an old Electromotive TEC II(Total Engine Control). It is fully capable distributorless semi-sequential EFI system. It fires injectors in pairs but not in true "batch" style. It does not revert to firing salvos at higher rpm. There are lots of options and features like valet mode and a two-step limiter. It's pretty good for it's age and will still hold it's own against many current EFI offerings.
This thing is out of production and has very little aftermarket or tuner support because it works a bit backwards when compared to common systems. You must set the maximum injector on time and then cut it back for non-WOT settings. The Electromotive guys still help me out if I need it. They've even told me they could dyno tune the motor if I took it to their shop. The replacement is the TEC III. It's a pretty good system and a worthy replacement for the older TEC II. It simply hasn't caught on like the other systems available.
You can download setup instructions and the operating system free at getfuelinjected.com


You can always go custom on the intake like I did. It's an old Weiand tunnel ram with a 2000 Cobra throttle body and a piece of 1/4" aluminum plate for a plenum. The sides of the plenum are made from 3" aluminum pipe. Generic injector bungs and bulk fuel rail were used.

If you're considering EFI and like to tinker/explore/learn, then MegaSquirt is your best choice. I'm currently piecing together my system for a 440.

Auto-nomics ( www.auto-nomics.com ) has bare throttle bodies that can have TPS or IAC installed on them for 75 beans:



Or you can buy an entire kit, minus MegaSquirt controller. It has basically everything you need to get up and running:



There is a VERY informative thread over at www.Ramchargercentral.com that user GunPilot put together chronicalling his journeys into the EFI world:

http://ramchargercentral.com/index.php/topic,84098.0.html

It's only 7 pages, so a quick read, and has every piece of information you could want or need to get a dodge v8 EFI'd. I think three or four other people chimed in on that thread talking about prices and out the door, the Megasquirt system and all accessories are around 700-900 bucks. I think someone found out that the autonomics kit was around $1000, and the current Megasquirt v3 board with the MSII chip is aroudn $250. Can't beat that, I don't think.

thanks for replying with the info,,