The body on my firebird is more work than i initially thought and has gone to ****. I found a 92 camaro z28 5.7 down the street that was an old cop car and has 240,XXX miles or something like that. With so many miles on the engine i started throwing around the idea about dropping in my 400 sbc in the camaro and getting rid of the 750cfm edelbrock i had on it and installing the tpi system that is already in the camaro. Is this possible? easy? cheap? etc. is the camaro's 5.7L block the same as my 6.6L? Will the tpi intake fit on my 400? Your answers are greatly appreciated.

Jaime

 

yes, the 400 will go right in. the stock tpi system will limit power output over the 750 carb.

 

but wont i benefit more from having the fuel injection over the carb?
also, does it matter that the 400 sbc only has a 2 bolt main? im not sure if the 5.7L has a 2 or 4 bolt main.
will there be a problem fitting the sensors from the tpi setup on my 400? Will the computer be an issue? cuz i am obviously not running a computer on my firebird with the 400.

 

It will physically bolt in without issue

All Fbodys came with 2 bolt mains

Sensors should swap right over

The ECM will require a retune and likely bigger injectors

While the TPI system will physically fit, it doesnt change that TPI was designed around a 305ci engine. Itd be like putting a oem 2bbl intake on your 400. Less than ideal. Luckily there are multiple aftermarket options to upgrade the intake to flow decent or replace it but retain the TPI ECM control

 

are there any suggestions or websites on what aftermarket intake or injectors i should get?

 

would i also require a "chip"? ive never dealt with them.

 

summit sells "high flow" TPI bases and runners. from my understanding a 2 bolt 400 block is stronger that a 4 bolt 400 (actually, it is the webbing that holds the mains (4-bolt case) in the block that break... over 500ish hp)

probably bigger injectors, a re-calibrated a/f ratio for the ecm. (but tpi stuff is expensive, for the same price you could have an rpm air gap and a quick fuel 750.. along with leftover $ for more upgrades.) I am not sure about being TPI compatible, but you could get the holley stealth pro ram system, can't remember, but i think its rated are 400-550HP. BUT it is like $3500.

what are the specs on the 400?

 

There are several efi setups for the sbc out there and your choice is going to depend largely on your engine output and use.

You could stick with the TPI. It was designed to maximize intake velocity at low rpm building lots of low rpm torque/gas mileage/ throttle response. As said earlier it will not make high rpm torque. So if you are just going to tool around town and do a burnout here and there I beleive TPI is ideal. You would need a custom chip from somebody like www.tpichips.com (about $300 if I remember right) and larger fuel injectors (28-34ish PPH; $400-500 depending on where you get them).

A lot of guys who have street strip cars with 383s found success with the Holley stealth ram intake. It is a short runner design which makes more torque above 3500 rpm (which is usually where the TPI dies on 383+ engines).
If you are going to run a lower gear ratio(numerically higher), a harder launching torque converter (2200-2400ish rpm), and a moderately warmed over cam for some recreational drag use.

You could use a carburetor. A good carburetor costs $400 to $500 and a matched intake would be between $180 and $350. You would also need a new distributor ($350ish) and If you don't want to replace the fuel sender in the tank with on for a carb, you will need a 2-9 psi adjustable return style fuel pressure regulator ($60-$120). There are a myriad of carbs and intakes out there that can be suited to any rpm range your cam requires. This would be the easiest and most flexible setup.

You will need to know what rpm range your camshaft and cylinder heads are designed to operate at and put an efi setup on them that works in the same powerband.

 

That's a misleading oversimplification.

The 400 is externally balanced, requiring an externally balanced damper and flexplate. The 400 damper isn't a problem, but all factory 400 flexplates were 168-tooth - which can cause problems with header/starter fitment.

400's had drive-side dipstick, which interfere with stock 3rd gen exhaust manifolds. Not a problem if you install headers (I can't imagine considering a 400 with factory exhaust manifolds).

400's had about the worst factory heads ever produced. The '87-'92 TPI base won't bolt directly to them. I'd seriously consider aftermarket heads if you don't already have them, then buy a Holley/Weiand Stealth Ram intake to match.

Your 350 block is the same as a 400 block externally except for the dipstick location. I'd mention rear main seal type, but that's limited to the flexplate and oil pan selections.