After doing research and hearing some word of mouth, I found that ACEs EFI is hot garbage. So, I started to dig into other brands that I know, such as MSD. I'm already running their 6AL ICM and I'll be adding their ignition coil and distributor cap to the mix soon too. But I'm wondering if anyone knows if their Atomic EFI systems are any good? Really don't wanna dive into this without knowing for sure.

 

out of all the shops i deal with holley sniper is what the majority use.

take that as you will

 

I have an edelbrock pro Flo. I've had 2 systems. They've been awesome. I have 3 friends w pro Flo's also, they're be been great. I know a few people w Holley systems and are happy also. When my car was tuned both the tuner and the dyno operator said the current Holley and edelbrock systems are comparable and both work really well.

my current pro Flo xt was easy to set as NA initially. Then when I added a supercharger it was easy to get the proper stuff to upgrade to support boost.

 

If you've got a 4150 intake already, Sniper. If you have no intake, single plane 4150 and Sniper. It's easy and widely supported. You have to factor in getting the hyperspark distributor and CDI though because EFI without timing control is just an expensive carb.

 

Single plane on a street car? Adding cam and crank sensors and not getting sequential fuel injection out of the deal? I wouldn't.

 

Single plane is what the guru's on holley's website generally recommend and dual plane with no divider as a second option. Probably because the fuel is being forced into the intake rather than drawn in like a carb. I don't think any of the throttle body EFI systems require a cam or crank sensor, just tach signal from the distributor. But you're absolutely right, if you're adding a crank sensor sequential is a must and coil near plug is a no brainer.

 

I was getting the Hyperspark confused with the Dual Sync. Regardless, single planes are only a benefit above peak torque, or when you want a real serious nitrous plate setup. They lose to dual planes everywhere down low where 90% of street driving takes place. Of course, I would choose neither because third gens should have forward facing throttle bodies for packaging reasons.

Here comes a mountain of dual plane guys jumping up and down about their charge cooling and necessarily hot air intakes on their drop bases because that's the only thing that fits. Or they've convinced themselves that the cowl hood looks good and they didn't need to see the right side of the street anyway.

Personally I think aftermarket TBI is for carb conversions ONLY. Grandpa wants to drive the '63 C10 again but he needs it to start without playing footsie when it's cold out. If you're building EFI from scratch, it better have 8 injectors, and it better not be running some unpopular fuel injection nobody knows how to tune.

That said, the last guy I met who had Aces FI ran a 7.5 in the 1/8th so if you're trying to figure out what FI is good based on internet opinions, you're gonna spin in circles forever.

 

I totally agree about port injection if you're starting fresh. Knowing what I know now I would have absolutely went with a 58x crank sensor and sequential rather than a 4150 intake and TBI. I could have kept my stock hood and everything.

 

No idea about atomic but I love the sniper efi. The version 2 fixed all my issues with gen 1 I would not hesitate to buy it

 

Well, I want to go Multi port EFI. TBI seems like it's more trouble than it's worth. So I'm probably gonna stick with carbed until I can get my hands on a good multi port set up. So I'm all ears on that front!

 

TBI is almost painless but if I was sticking to TPI I would do this


https://www.summitracing.com/parts/f...gCtV6DP2BIzhTU

 

I'm assuming that ECU and harness can connected to just about any manifold set up? Cause I really like the MP manifolds with the carb like throttle bodies.

 

Midias, I found your post interesting, so I checked the FiTech system on Summit. The details say that it controls 4L60/4L80 trans. It can be used on 700R4 but it will not control torque converter lockup. I guess you could use a manual lockup switch for the torque converter.

Fred

 

They have a few different options some have control for a 700R4 like this one. They also have a wide band version instead of the factory O2 sensors
https://fitechefi.com/product/38350t...ne-efi-system/

here is their home page

https://fitechefi.com/product-catego...ort-injection/

• Upgrade the classic GM TPI systems to modern EFI technology
• Improves driveability and performance with advanced self-learning technology
• Boost ready with a 3 BAR MAP sensor to support up to 25 psi
• New wiring harness connects to factory sensors and components
• Compatible with single or dual wide-band oxygen sensors
• Lock-up control for 200-4R/700-R4 trans (upgrades available for 4L60/80E trans)
• No laptop required – easy to use touchscreen controller supplied

 

Thank You Midias for the information.

Fred

 

I have a buddy who's shop does a LOT of Sniper EFI conversions. (like over 200 now). I would have thought the dual plane intakes would work better, make a little more torque on the street, etc but they all run like ****. Pig rich idle or they won't idle at all, fall apart up top.

It seems that it just can't tolerate the long indirect runner routing. They work quite well with a single plane though.

 

I am running a gen 1 sniper EFI and I love it. I am using a RPM air gap intake with the factory cut divider, idle is fine and runs great through the whole range. I have never tried a single plane maybe I will some day but not worth the cost and effort right now. I would 100% install a gen 2 sniper if I was starting again the system is great