I am currently building a 440 for my ramcharger with future goals of adding a turbo later on, being that I have an old rv turbo manifold. I’d like an efi kit that will be boost and e85 compatible later on down the road. I may change my mind on that and just get a kit that’s good for 600hp. What kit would you choose For future goals, and what would you choose for current combo? The combo is as follows.
440 .030
9.8 compression (forged Wiseco 2.05ch)
Scat h-beams
Ported sidewinder heads
232@050int. 236 ex.
.525/.545 lift hydraulic roller 112lsa
Rpm intake
1 7/8 headers.
4.56 gear
36” tire

Might want to look at the Holley HP or the Dominator
both will do all of what your asking and more.. both
are multi point

You need to make sure that the EFI computer you select is compatible with either a 2 or 3 bar MAP sensor

Holley HP or Dom is capable

That edelbrock pro-flow xt looks to the best in terms of plumbing. 9.8 compression is pretty high for a turbo build. It will be responsive off boost, but won't make the overall jam of a lower comp motor.

Holley HP kit from me :^)
I also provide you with a free startup tune, a free link to my online training so you get familiar with the software, and I become your tech support guy. I would suggest going port injected now so you'll have the tuning flexibility. Contact me for a quote.

Remember your fuel system will change because EFI requires an EFI pump, good filters, regulator and a return line back to the tank.
fastmanefi.com

I should have gone your way when I did my set
up.. I could use your tune on my 416" HP set up

EFIstore.com

I was able to purchase a FiTech 1200 power adder kit from a moparts memeber that saw my post and his plans changed directions. Hopefully this kit will work out well. Thanks for all the tips and advice

I went with a Holley HP set up first. I went down to take the training class at the Holley facility. After I left, I sold my HP and bought a Holley Dominator setup. A lot more input/outputs with it. Especially if you are going with a turbo setup, I would look at the Dominator setup. As far as where to buy it, buy where you are going to get the best support after the sale. The guy that I bought mine from is a member on here. He also has wicked fast Duster with a twin turbo set up on it. Lucky for me he is local if I have any questions, he is there to help. Support is a big factor with these things.

I wish I had spoken up earlier about why you dont want an FI tech.,...this is a glorified throttle body system and not true multi point EFI.....With a turbo you really want multipoint to ensure even fuel delivery. A throttle body system has most of the drawback of a carb with fuel and air having to thru the manifold and separating, which is not a problem w multipoint because the intake only has air in it.

You need to get in touch with "moparborn" ... he's running dual blowthrough FiTech's turbo on an A Engine.

I have the Fitech power adder on a 410 small block based on a 360 with a procharger. Technical support is everything on a system like this. Fitech technical support leaves a little to be desired. I got the bugs worked out and the system works great now but it was a real struggle for a while. Few of the issues I had is that they are sensitive to fuel pressure, the drivers for the injectors in the computer can not handle excessive fuel pressure, and the system does set codes but Fitech gives you little help in figuring out why these codes set. The pressure regulator they use is for a VW 1.8 engine, at the rated 650HP it will not return enough fuel at idle and the driver can get hot and shut down. It is picky about what distributor you use if you want the computer to control ignition timing, buy a MSD billet, only one I could get to work right. Wrap all the wiring harness with a braided sleeve, they are very sensitive to RF noise. After I got those bugs figured out it starts and runs great on pump gas and even gets decent fuel mileage. The hand held controller works well. Also the hand held unit may not have all the features activated, the tech guys had to help me activate certain functions.

You did a lot of R&D to make that system work. Not a lot of guys are going to have the knowledge to solve all of the problems that you solved.

When I read the complaints on the Holley Sniper forum it is fairly obvious that some people buy the kits thinking they are foolproof. The EFI kits on the market today are better than ever, but they aren't foolproof. Some of them aren't even expert proof!

Question for you sir. For mechanically inclined folks who know their way around a computer, how hard is it to set up the Holley Sniper inc spark control? How many hours would you guestimate it would take to get the system set up to start, idle, and drive as it should? Not looking to get every last little bit out of it, just a basic good streetable setup. Thanks in advance

Do you mean just the software or the work to get a dizzy set up as well? For me (using Classic FAST not Holley stuff) the spark table was the easiest part because there was a host of online info and graphs/tables of what people have done to retune traditional dizzy advances. I just copied that and then backed some off in the MAP areas where I was in boost.

I would go with Rich

It doesn't take very long to bolt in a Hyperspark distributor and set up the ignition table. The Hyperspark plugs into the Sniper connector but you need to connect one wire to switched 12v so that means you need to find a source and make a connector. The Hyperspark drops in at TDC and then you put the cap on and route the plug wires. The wizard creates a base table which should start the car and allow you to drive. If you have a laptop with the Holley SW on it then you can plug in and optimize the table. One gotcha is that the Hyperspark distributor didn't fit with my heads so it took me some time to grind clearance. The Hyperspark will fit Trick Flow heads but I have old RPM heads.

If you have a combo that ran previously then it is easy to get going with EFI. I knew what my car liked for timing(locked out) and I had an idea of what air fuel ratios I wanted. I first used my EFI controller for ignition only(coil on plug) and still used a carb for fuel, then I rolled over the fuel control later. So I kind of had two "first start experiences" and they both went without a hitch. The ignition one was no trouble at all. I was expecting problems with the fuel side because it was so different, it started right up and I actually wasn't prepared for that lol. My first trip around the block turned into a 45-50 mile test drive. The first few miles were a little rough but the auto tune did a decent job of pointing things towards my preset air fuel ratios and I was good to go.

One place to start is the old Edelbrock EFI tuning manual. It covers timing curves in more detail than any of the Holley instructions that I've seen. The file is too big for me to attach here but I think you can find it on the Edelbrock website or elsewhere on the internet.