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Will there be newer and better EFI anytime soon?

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New and better?............in what way? Some of the current EFI systems you can buy are VERY advanced, can do WAY more than most people know how to do, are rock solid reliable and can also be very EASY to use. Now if you are talking about VVT, there is a couple of boxes that work with it now and I know we/Holley are working on it as well.

Monte

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Ive been looking at intakes for a gen 3. Has anyone looked at using a intake made for a different engine and cnc adapters to put it on a gen3? Theres a couple of chevy I know intakes that match where the runners are on a gen 3 and they are not bad priced can find them for around 150 to 200 have a few friends that are ablento cnc an adapter for it and come in way under what one of the gen3 intakes go for and might be able to use under a stock hood. Or am I looking to far outside of the box

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The main problem I had when I was an EFI-noob was I really had no idea when good enough was good enough.

Getting the tune close enough to run decently and safely took a lot of time. And even then I was constantly questioning (and tinkering) whether it was ok or if it needed to be tweaked to be better.

Going to a carb on the next build was almost a relief because that is what I was comfortable with. It was easier to just say it was "good enough" and focus on other things instead of obsessing over how much to increase the cold start enrichment or whatever.

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The main problem I had when I was an EFI-noob was I really had no idea when good enough was good enough.

Getting the tune close enough to run decently and safely took a lot of time. And even then I was constantly questioning (and tinkering) whether it was ok or if it needed to be tweaked to be better.

Going to a carb on the next build was almost a relief because that is what I was comfortable with. It was easier to just say it was "good enough" and focus on other things instead of obsessing over how much to increase the cold start enrichment or whatever.

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Knowing when to quit can be interesting, it's due to the data you have.

To me, that data can only make the car better and better when used for good. With a carb, you set it to how the butt-dyno feels and maybe with a wideband at best.

"Ignorance is bliss" with most carb setups, "it runs fine" gets replaced with "it could be a half-a-point leaner from 5,000-6,200, so I'll pull 0.12ms from the table. Slippery slope, I agree, but I find it hard to want a carb after setting up an EFI car.

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If I ever have the money to build a 12,000 rpm, efi tube chassis car, your my man

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"Ignorance is bliss" with most carb setups, "it runs fine" gets replaced with "it could be a half-a-point leaner from 5,000-6,200, so I'll pull 0.12ms from the table. Slippery slope, I agree, but I find it hard to want a carb after setting up an EFI car.

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Have you played with HPTuners for NGC? Been thinking of going this route with my 05.

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Monte,
what is your opinion on the holley dominator EFI set-up??? Eddie Miller seems to like it a lot and I have messed with it on abuddy turbo camaro(LS1)and it seems to be real user friendly.

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Well us old guys, its still an issue of cost to change over to a G3 and proven parts for higher horse power applications are tough to come by....They also lack cubic inches. I would much prefer a +450 cube G3 over a 392 G3...so to go were I want to go I need a power adder...more $$$...Where do these fit in against a typical +500 cube BBM? To each their own. I like them all.

And carbs flat out work for the record. I like both carbs and efi, and both done right are not cheap. I am not talking about a pair of eddy carbs either...So taking a big barrel intake off a newer hemi an restofying it to shed all the un needed stuff, so be it. We do that...

Racing is about going fast with only what is needed.

And I will tell you what, I have been reading on those boosted LSX motors ....

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I am an "old guy" and have both a Gary Williams dominator equipped B-body w/a built RB (runs 9.9) and an 06 SRT8 Jeep (that also runs 9.9) with a 5.7 based Gen III Hemi. One is NA and one is turbocharged.

I live in both worlds and tune customer cars in both worlds. The power made by the Gen III's has been proven for at least 5-8 years as well as the components necessary to produce that power.

For the time being there is no need to get involved with the VVT engines. Stick with the 5.7 and 6.1 blocks and make all the power you need. Two weekends ago at Atco we went 9.97 naturally aspirated with a 4 door Charger that weighs 3700#'s and a 1.37 60'. This was with a 6.1 block and "off the shelf" parts readily available to anyone.

There are plenty of forced induction 5.7 and 6.1 based Gen III's making over 1000whp w/off the shelf components - forget about the LSx based stuff - the Mopar guys are doing this all over the place

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Monte,
what is your opinion on the holley dominator EFI set-up??? Eddie Miller seems to like it a lot and I have messed with it on abuddy turbo camaro(LS1)and it seems to be real user friendly.

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I LOVE it........of course I may be a little biased because I work for Holley and also had LOTS of input on the system itself, as to what I wanted to be able to do with it. In my opinion, you don't have to "speak EFI" to be able to tune the Holley. It is very user friendly. Just like the fuel tables on most ECUs are VE(volumetric efficiency) tables. So what exactly does that number mean?.....nobody really knows. They only know you make it bigger, it adds fuel. The Holley on the other hand, the fuel tables are lb/hr. Everybody understands lb/hr. To make "x" power, you need "x" fuel at a certain BSFC........to me that's easy.

Monte

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Well us old guys, its still an issue of cost to change over to a G3 and proven parts for higher horse power applications are tough to come by....They also lack cubic inches. I would much prefer a +450 cube G3 over a 392 G3...so to go were I want to go I need a power adder...more $$$...Where do these fit in against a typical +500 cube BBM? To each their own. I like them all.

And carbs flat out work for the record. I like both carbs and efi, and both done right are not cheap. I am not talking about a pair of eddy carbs either...So taking a big barrel intake off a newer hemi an restofying it to shed all the un needed stuff, so be it. We do that...

Racing is about going fast with only what is needed.

And I will tell you what, I have been reading on those boosted LSX motors ....

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I am an "old guy" and have both a Gary Williams dominator equipped B-body w/a built RB (runs 9.9) and an 06 SRT8 Jeep (that also runs 9.9) with a 5.7 based Gen III Hemi. One is NA and one is turbocharged.

I live in both worlds and tune customer cars in both worlds. The power made by the Gen III's has been proven for at least 5-8 years as well as the components necessary to produce that power.

For the time being there is no need to get involved with the VVT engines. Stick with the 5.7 and 6.1 blocks and make all the power you need. Two weekends ago at Atco we went 9.97 naturally aspirated with a 4 door Charger that weighs 3700#'s and a 1.37 60'. This was with a 6.1 block and "off the shelf" parts readily available to anyone.

There are plenty of forced induction 5.7 and 6.1 based Gen III's making over 1000whp w/off the shelf components - forget about the LSx based stuff - the Mopar guys are doing this all over the place

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True...but its a pity we have to empty the slugs out over a bin before even thinking about reliability with boost....

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The Holley on the other hand, the fuel tables are lb/hr. Everybody understands lb/hr. To make "x" power, you need "x" fuel at a certain BSFC........to me that's easy.

Monte

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True...but its a pity we have to empty the slugs out over a bin before even thinking about reliability with boost....

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Of course Im talking about stock pistons....why would I be talking about dumping aftermarket ones?

Yes Im talking about stock cast 6.1 slugs - general opinion being any sort of boost over 6psi sees you losing the top ring land after a while...

If you disagree...Im sure others will verify that this is the commonly held opinion....

However not sure if te 5.7s suffer from the same issue?

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Of course Im talking about stock pistons....why would I be talking about dumping aftermarket ones?

Yes Im talking about stock cast 6.1 slugs - general opinion being any sort of boost over 6psi sees you losing the top ring land after a while...

If you disagree...Im sure others will verify that this is the commonly held opinion....

However not sure if te 5.7s suffer from the same issue?

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Of course Im talking about stock pistons....why would I be talking about dumping aftermarket ones?

Yes Im talking about stock cast 6.1 slugs - general opinion being any sort of boost over 6psi sees you losing the top ring land after a while...

If you disagree...Im sure others will verify that this is the commonly held opinion....

However not sure if te 5.7s suffer from the same issue?

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I wouldn't argue with him. He understands the tuning more than 99% of us.

Boost isn't always boost. Certain kinds are more forgiving than others. There are exceptions to every rule.

People are putting nitrous and 10+ lbs of boost through stock 6.1's. A good tuner is what links all of those people together.

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Alex - thx for the civil reply.

Fwiw Im not arguing - Im trying to get to the bottom of why 'most people' say dont do it....

And its in my nature to test the water to make sure its deep enough for swimming

Hopefully Badx will post and clarify why this mis-information exists...

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Of course Im talking about stock pistons....why would I be talking about dumping aftermarket ones?

Yes Im talking about stock cast 6.1 slugs - general opinion being any sort of boost over 6psi sees you losing the top ring land after a while...

If you disagree...Im sure others will verify that this is the commonly held opinion....

However not sure if te 5.7s suffer from the same issue?

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