Ok here is my setup
383 10.1 compression
.548/.548 lift cam 226/234 duration at .05 hydraulic roller with 1.5 roller rockers
200cc aluminum heads with pocket port matched to 1205 gasket
Air gap style intake manifold

Built 700r4 with all the same parts that Dana sells in his top kit
2600rpm stall
Hedman long tube headers
3.70 gear in a 9 bolt rear
SSM full adjustable lowers, SSM adjustable panhard rod, comp engineering shocks on all corners
UMI adjustable torque arm
Moog springs all around

Engine bay is stripped down to the basics no heat, no a/c

Here is my debate. Carb vs self tuning efi
Mainly a street car but will see occasional strip time on open nights. If I go carb I can also buy the tubular kmember setup. A quick fuel 750cfm slayer out the box ran good but not enough carb for the engine at WOT. 850cfm seems to much. Or I can go with the self tuning efi setup good to 800hp. Really debating the Fitech setup. What's your thoughts?

 

Either way, you will have some tuning to do. Whether you go with 750 or 850 cfm, jetting is the key to getting the most out of it. Matching the intake manifold, heads, cam and carb, with your desired power band is more the issue. One issue ZI see is the 2,600 stall speed. It seems like 3,200+ would be better for a high winding small block. Did you work with Dana on converter selection?

By air gap intake I assume you mean the Eddy RPM air gap. That intake seems to be more for a street level SBC up to about 500hp. A little more with porting. I would say that this would be more of an issue for you, at higher revs on a 383, than the 850cfm carb. What is the LSA of that cam? It could be that you'll be happier with a single plane if top end power is what you want.

If you go with EFI, you still need to choose what style of intake you want to use. Single plane, HSR, Miniram(alot like a single plane but lower profile), the newer Eddy Pro Flow XT maybe? This choice will determine the engine's power band and needs to match the heads for flow and your valvetrain and cam selection will be a big part of the equation here. EFI will provide more real time tunability and fine tuning. You can get the same results with a carb, it just takes more time, expertise and work. Just my 2 cents.

 

Myself i think the "self tuning" label is just a sales buzz word. All the unique adjustments needed like wet flow tau, tip in and cruise lean i dont see a ECM doing it all for u. Mainly cold start and some WOT mapping maybe if it uses a WB O2.

Only u can know if your ready for EFI and EFI tuning. Myself after reading up on EFI for quite a while now think it will set your project backwards at least a year. Just a huge learning curve and u can read on the forums 'bout all the casualties installing EFI looks like the highway from Kuwait. But maybe u have been there before and its as easy as a carb for u - only u can know.

IMHO i would suggest starting with the carb first then move onto EFI once u have the stroker running well enough.

Good luck, its your buck$.

 

Did you rejet that 750 carb? I find it hard to believe you ran out of carb air flow.

I think you are out running the fuel system or too small of jets for WOT on top end. I see nothing mentioned about your fueling system. I know I 'out ran' two systems I had in my car. Now I run a 172 gph carter mech. pump. light weight fuel pushrod, and 1/2" fuel line and I'm good to my 7200-7400 rpm shift points

 

[QUOTE=cardo0;5991366]Myself i think the "self tuning" label is just a sales buzz word. QUOTE

You'll find if you do some research that anyone running a well tuned EFI either spent many hours tuning with a wideband and risk of arrest from WOT acceleration events(not to mention the danger of running the engine lean), or had the system tuned professionally on a chassis dyno. I know a few personally who have had mixed results, at least with some of the tuning shops in my area.

I still from my own experience feel like EFI is easier just because, aside from setting up the basics, it's all right there on your laptop. If you see something in the tune you don't like, it takes a few key strokes to change it. (of course, this comes from a guy who after 16 years has his laptop connected to the car even now lol) Dialing in a carb for all points on the VE curve takes an in depth knowledge of engine tuning and lots of time. A wideband 02 does save time over just reading plugs. Still most carb tunes I see are close but not ideal, generally tuned for a certain portion of the VE curve.

 

I agree with this. Other than chasing a hp number or peak mph at the dragstrip, you should not be able to "feel" any shortcoming of that 750 carb at WOT. Your engine combo is very mild for a 383. Peak fuel flow should happen around 6200 rpm.

 

The quick fuel was not jetted properly to being with so let me clarify that. If I stay with a carb I will go with 750 Holley carb. As far as tuning EFi that's not an issue as far as knowledge goes plus that system always for fine tuning with a laptop. I am definitely not shooting for the moon just for peak HP numbers. The car is a cruiser. Not just a strip only car. I am running the 90gph Holley mech fuel pump. I am surprised in the amount of carb recommendations I have received so far. The LSA is at 112 with 4 built in on the cam. Shedding the car weight in the front with a new kmember seems like an option. And if I decided to go the carb route I have access to a chassis Dyno to tune it in. Also with the carb route I can add the 100 shot for the track.

 

Here is my cam card

 

112 lsa is on the wide end for the Eddy RPM, assuming that's what you've got(you never did say). The wider lsa tends to push peak torque rpm higher and flatten the curve. We TPI guys often run 112 lsa to minimize reversion from overlap. You would be better with 108-110 lobe separation with that duration on a dual plane intake. The Eddy RPM with 750cfm Holley DP would be a good fit for that motor. Again, just my thoughts.

 

Sorry, running the Professional Products intake air gap

 

Is it the single plane unit? A friend of mine just bought a 79 Camaro with a 383 running that intake. I believe it's a copy of the Dart Hurricane. Finish isn't quite as good, but it works. Chad Speier has done some work with those and made impressive power. If it is the single plane, it wants closer lobe centers. 106-108 generally for a single plane. Again, just my 2 cents.

 

No the dual plane setup. The intake was cleaned up and matched to the heads. I know for sure I'm going to have to upgrade the fuel pump for starters. Just really debating the weight reduction, header clearance with a carb vs the efi setup