You can read my entire thread on how I home built the system, from start to finish here: http://www.dodgecharger.com/forum/index.php/topic,99432.0.html

Sweet, thank God for being born in Florida (only time in my life I thought I'd say that).

Say I build the 440/512 stroker with flat top pistons, aluminum heads, the proper roller camshaft, 3.54 gears, TTI 2" Headers, windage tray, and the fuel injection system I'm talking about, all hooked up with a Gear Vendors 727 auto. About how much horsepower and foot pounds of torque could I expect? Anyone have any dyno results from a similar build?

Sweet, thank God for being born in Florida (only time in my life I thought I'd say that).

Say I build the 440/512 stroker with flat top pistons, aluminum heads, the proper roller camshaft, 3.54 gears, TTI 2" Headers, windage tray, and the fuel injection system I'm talking about, all hooked up with a Gear Vendors 727 auto. About how much horsepower and foot pounds of torque could I expect? Anyone have any dyno results from a similar build?

I have a similar built 512 in my 69 Bee. Indy EZ -1 heads, dish pistons and small flat tappet hydraulic cam. I also run a 727, GV and 3.54 rear. I built this engine for the street and to run on pump gas. Never put it on a dyno, so I can't tell you the HP. On a carb it went 11.7 in the 1/4 on a 90 degree day. Not bad for a 4000 lb brick with PS, PB and AC. Four months ago I ditched the carb and installed a FAST 2.0 throttle body EFI. Love it. I don't believe the EFI did much to increase HP but as expected the engine runs much better over the intire RPM range now. I love the fact that the FAST control box lets me build my ignition curve, then controls it. I also like the real time display and not needing to use a laptop for set up or making changes. The FAST may be more expensive than the route you are considering but for my application I believe it was the best choice. Good luck with what ever system you decide on.

EFI pricing is all over the board, because people never compare apples to apples. When it comes down to it, all the ancillary parts are parts and cost what they cost, regardless of system. The cost of the ECU is the MAIN thing. As stated the Holley HP ECU, which has tons of features, such as 4 stage nitrous controller, built in data logger, the ability to run CNP ignition, built in boost control, built in water/meth controls, 31x31 resolution fuel tables, 20 programmable inputs and outputs and lots of other things, LISTS for $1100. The Dominator ECU, which adds a second wideband, the ability to run DBW throttle bodies and an electronic trans and has 40 inputs and outputs, lists for $1900. They both work on a can bus system are can link directly with two available dashes we have. The data logger is GREAT and can be programmed to read ANY sensor you choose to use. External G-meters, shock sensors, transducers, speed sensors, whatever, it will read it.

We have non terminated "build your own" harnesses, as well as plug n play harnesses for about anything, including late HEMIs, LS motors and Coyote Mustangs.

The key is knowing what you NEED. You look on Summit and see an EFI "kit" for 3k and think wow, that's high. But that "kit" probably has a manifold, throttle body, injectors, maybe a pump and reg, along with other stuff. then you see that Billy Bob on Moparts, put a "kit" together with this and that and spent fourteen dollars and think the HOlley is way high. Again, NOT the case when you get down to buying what you NEED. So the ECU is the thing. And as I stated earlier, if a build it yourself $300 ECU will do all YOU need to do, that's fine, that's what you should do. But DON'T compare it to another brand and say it does ALL the same stuff at a 1/3 the cost, because it does NOT.

You can pay $250 for a set of factory injectors, $400 for some Holley injectors, $750 for some from Injector Clinic, or $1100 for some from Billet Atomizer and they ALL flow the same lb/hr of fuel. Again, depends on what you WANT and what you NEED.

And I don't care who makes it, be it Holley, FAST, BS3, Mega-Squirt, etc............for the SAME features in an ECU, you WILL pay similar money and that's just the way it is.

You have a lot of patience, Monte.

That sounds awesome! I think I want flat top pistons though for higher compression especially if I go with aluminum 440 Source stealth heads. However, I would have my heads ported in a different way, instead of making the ports large & straight I would work on air speed , twist & swirl to cause the air to enter the cylinder at a better angle & create swirl to better mix & suspend fuel. I have been told doing it this way really helps both performance and fuel mileage (according to Chryco Psycho on cuda-challenger.com). Normally I wouldn't care about that on a hotrod, but I'd love to be able to drive this on long road trips or in town without having to fill up every 100 miles. The fuel injection and GV 727 should also help with that.

A controller tablet would be great, I'm considering the Holley system for that reason (cheaper than FAST and MS3 doesn't have the tablet).

By the way, what is the max compression ratio I can run with 93 octane? Is 10.5-11.5 pushing it?

from Matt Cramer...

This is comparing the two ECU's Monte is talking about.

I'll compare the MS3-Pro to the Holley HP, as this one is closest in price. Both of them are fully sealed ECUs with self tuning capabilities for fuel, sequential fuel injection, and full support of the 58X LS ignition, and both have two knock sensor inputs.

Price with generic harness: $1199 for the MS3-Pro, $1575.95 for the Holley HP

LS drop on harnesses: Currently available for the Holley HP, in development for the MS3-Pro

Traction control: Built in on MS3-Pro, uses external module on all Holley variants

Boost control: Both can do open or closed loop.

Launch control: Both allow a 2 and 3 step rev limiter. MS3-Pro can also control a trans brake, variable launch input for the 2-step mode, and trans brake creep for turbo staging.

Staged injection (V: Standard on the MS3-Pro, available on Holley Dominator but not HP

Extra input channels: The MS3-Pro has 3 analog, 4 switched, and 3 high frequency switched inputs. Holley HP has 4 general purpose inputs.

Extra output channels: MS3-Pro has 8, Holley HP has 4.

Wideband controller support: External on MS3-Pro, internal on Holley

Nitrous stages: 2 on MS3-Pro, 4 on Holley - Both can run progressive.

Internal data logging: 8 GB on MS3-Pro, 4 GB on Holley

Individual cylinder trim: Holley uses a fixed amount for each cylinder. MS3-Pro uses 6 x 6 individual trim tables.

Load methods: Holley supports speed density or alpha-N. MS3-Pro supports speed density, alpha-N, and MAF.

Diagnostics: Both offer some level of check engine functionality. The MS3-Pro is capable of detecting failed MAP or cam sensors and entering a fall-back mode automatically. The fallback for a failed MAP sensor does require tuning.
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Yes it IS the case for me, I don't need frickin 4 stages of nitrous control for hell sakes, come on man! haha

Sorry Monte, but for the average user, the Holley stuff is way over priced, and a system can be built by "Billy Bob" for way less. If you swapped a Holley ECU into my car, and everything remained the same, it would be MORE expensive. there is no getting around it.

I am sure some day when I go to grab that 4th kit of nitrous and it's not there, I will regret my MS3X install.

I am on your side here ya know, I don't know why you are getting so pissed off at me. I am providing options for the OP, and I have backed your system in every post... It's a nicer system, It has more options, (or does it??) most not needed. It's much more refined, however it is also not as user serviceable and costs more.... And you know what?? THATS OK!!