Team Camaro Tech banner
Cancel
Create thread New Garage Forums

555" Solid Roller/EFI=2500 mile road trip!

Jump to Latest
1 - 20 of 20 Posts
5

540Hotrod

· Registered
Joined
·
87 Posts
Discussion starter · #1 · (Edited)
Here's a pic of the new Holley Dominator EFI system I just installed on my pump gas, all motor 9 sec/142 mph Vette (before newest upgrades)

We got it off the dyno on a Friday a couple of weeks ago, dropped it in the car on Sat, did all the minor fab work due to some other changes plus install the EFI on the car. Fired it up at 3am Tuesday night/Wed morning. Slept a few hours and hit the road for a 2500 mile road trip from Ft Worth to Memphis, to Alabama, to North Carolina and back to Texas. Trip went great and the system worked well!

This was even with a solid roller (.774 lift).

Hot Rods CAN go the distance!

The dyno tests and the road trip will all be covered in some upcoming articles in Corvette Enthusiast magazine.



JIM

Image
 
#2 ·
what did that efi cost you in the end?

im seriously looking into the efi-stuff lately
 
Save
Reply Quote Like Like
Discussion starter · #4 ·
Just getting started on fuel mileage tuning this last weekend. We were in such a thrash after the dyno session and getting it all in the car..I left it just as it had come off the dyno. It was locked looking for a 13.2 A/F ratio which is pretty fat for fuel mileage. It drove very well so we just let it work out it's tune as we went.

But all that said...it typically got 10-12 MPG with the old Dominator on the road and with the untuned EFI it got 13.7. There's a LOT left in it still! I truly think there is at least another 2-3 MPG in it even with my cam that is not really made for fuel mileage!

You can do the Holley EFI several ways. This is the Dominator version with LOTS of added capabilities for boost, N20, etc etc etc. You can use the Avenger version for a lot less $$ to handle most stuff. The DIS ignition is also an add on...not entirely needed unless you want to play with individual cylinder timing and stuff.

Just search out the combo you need....from mild to wild. From what I've seen so far it's a great system.

JIM
 
#5 ·
very nice set up!
 
#6 ·
Jim
did you go thru the engine? (I thought thats what you said on chevlles)
since you cant leave it alone, what did you upgrade? (aside from the efi)
I know its bigger or badder, or both.
Lookin farward to reading the article on it, because youre intertaining and right to the point, makes for a good read.

Did you notice, I took a step backwards...
got a mouse in there now, and would like to join you in the single digit club this fall:D it just needs a bit more track time and good weather.
 
Save
Reply Quote Like Like
Discussion starter · #8 ·
Hi Rafael....

Yeah I've seen that bad boy "small" block you have there! Absolutely incredible! Not exactly sure I'd call that a step backwards!! Looking forward to seeing it. I have no doubt you're going to pull 9's out of it soon!

I gotta get to work to try and keep up!

I did rebuild it with some Mahle pistons and Oliver rods. It's 11.4 compression now and 555". vs 11.06 previously. Still doing fine on pump gas. Put on some Jesel shaft rockers too this time around and I left the Jesel Belt drive on it for the road trip.

It was one of those *while it's out* deals that kept on growing! You know the drill!

I did a lot of dyno testing...tested some CNC Brodix 3Xtra Ovals (365cc port) and their intake designed for those heads. This was back to back against my old S.A.M. ported Brodix 2Xtra's and my home ported Super Victor.

Tested some cams against my old Engle....a couple of Lunati's and a Crane.

Tested that killer Braswell Dominator against my old 1050 Holley one. Tested a Barry Grant King Demon against both of those.

Tested the Holley EFI back to back against the carbs.

Long couple of days! Takes a LOT of prework and test fitting to pull all of that off in decent time.

Sorry...it's a Holley Dominator EFI. Guess I should have mentioned that huh? I'll go update first post!

JIM
 
#10 ·
John told me you tried it.
That thing makes about 20more hp
on anything you throw it at.
If I ever hit the loto I'm gonna get me a Braswell
 
Save
Reply Quote Like Like
Discussion starter · #12 ·
That's what it is. Holley sells the DIS as an upgrade to the EFI. I'm using a crank trigger to trigger everything right now. There is a small *distributor* that serves as an oil pump drive and a hall effect switch for cam position under the coil packs so that you can do individual cylinder timing. It's a stock GM part from the 90's on pickups. There are 4 coils so it is similar to some OEM waste fire setups where it fires on compression and once again later.

This setup allows full timing control to anything you want it to be based on throttle position and load.

You can also trigger all of this by modifying a stock MSD or similar distributor if you don't want to use a crank trigger...but crank trigger is simpler and nice.

JIM
 
#13 ·
Jim! How about making your next road trip to my house?:thumbsup:
 
Save
Reply Quote Like Like
#14 ·
Jim..just thinking out loud..theory only.Cost aside.
Wouldn't the system benefit with some throttle body injection to lower the intake charge temp and also allow you to pull some pulse width out of the port injectors for an ideal a/f ratio and be less detonation prone?
 
#15 ·
George, your signature says it all.:bow:
 
Save
Reply Quote Like Like
#16 ·
540Hotrod said:
Hi Rafael....

Yeah I've seen that bad boy "small" block you have there! Absolutely incredible! Not exactly sure I'd call that a step backwards!! Looking forward to seeing it. I have no doubt you're going to pull 9's out of it soon!

I gotta get to work to try and keep up!

I did rebuild it with some Mahle pistons and Oliver rods. It's 11.4 compression now and 555". vs 11.06 previously. Still doing fine on pump gas. Put on some Jesel shaft rockers too this time around and I left the Jesel Belt drive on it for the road trip.

It was one of those *while it's out* deals that kept on growing! You know the drill!

I did a lot of dyno testing...tested some CNC Brodix 3Xtra Ovals (365cc port) and their intake designed for those heads. This was back to back against my old S.A.M. ported Brodix 2Xtra's and my home ported Super Victor.

Tested some cams against my old Engle....a couple of Lunati's and a Crane.

Tested that killer Braswell Dominator against my old 1050 Holley one. Tested a Barry Grant King Demon against both of those.

Tested the Holley EFI back to back against the carbs.

Long couple of days! Takes a LOT of prework and test fitting to pull all of that off in decent time.

Sorry...it's a Holley Dominator EFI. Guess I should have mentioned that huh? I'll go update first post!

JIM
Click to expand...
Thanks mate!:thumbsup:
 
Discussion starter · #17 ·
George...please elaborate. Not sure I understand the question.

You mean to add fuel up top at the throttle body and make it a *wet* manifold in addition to using the port fuel injectors? I guess I hadn't thought of that as a good option unless I wanted to add tons of fuel like say Top Fuel. I think one of the benefits of the system is to keep the intake dry and let it just steer air instead of air/fuel mix through the runners for more even control over A/F ratios.

JIM
 
#18 ·
540Hotrod said:
George...please elaborate. Not sure I understand the question.

You mean to add fuel up top at the throttle body and make it a *wet* manifold in addition to using the port fuel injectors? I guess I hadn't thought of that as a good option unless I wanted to add tons of fuel like say Top Fuel. I think one of the benefits of the system is to keep the intake dry and let it just steer air instead of air/fuel mix through the runners for more even control over A/F ratios.

JIM
Click to expand...
Hey Jim.
I was wondering if you could have the best of both worlds.
An upper plenum injection to start the atomization sooner and increase charge density.Should help pull some heat out of the intake with the evaporation of fuel.This is where I was headed regarding staving off detonation with a cooler denser charge.
Finish it off with port fuel injectors to target your desired a/f ratio.
Would require 4 rails and 16 injectors and two ecu,s perhaps..but remember I was just thinking out loud and cost and complexity not being an issue.
Curious if you think a dry manifold will not be affected by the good port/bad port flow typically encountered in a bbc?
Not sure how Top Fuel cars can ever be compared to anything..aside from themselves.Surely they can move enough fuel thru the blower manifold and cyl head injectors..but I have to believe they are introducing fuel atop the blower to increase its adiabatic effiency and stave off rotor growth to case issues.
To summarize..wouldn't a wet manifold with the addition of port fuel injection with 8 egt and 8 wideband lambas be the ultimate set up?
Keep in mind..you just won the lottery so cost is not an issue.
 
Discussion starter · #20 ·
Surely we still have the good port/bad port issue. That can be minimized with lots of flow bench time....my old Brodix heads spent a lot of time on the bench and flow within 5 cfm of each other..but it takes two different valve jobs to do it. Edelbrock did it years ago with two sized intake ports in the second design tunnel rams to try and crutch the issue. Getting equal length runners on a BBC with a single carb is tough due to layout...but you do the best you can.

Without any testing to back up my thoughts, I wouldn't worry as much about the cooling effect of fuel in the intake. Using the fuel as a coolant so to speak seems to invite mixture issues because it will be evaporating at various rates within the plenum and runners. Seems to me that keeping it as close to the valve is good. Now of course with the high end race stuff with I/R runners we are seeing injection way back up the runner at the throttle plates and even above them...but that's with true I/R manifolds from what I've seen and very specific powerbands.

But to your original question...yes..I think what you propose could work very well with the 8 lamba sensors and 8 EGT's. With that info and ECU capability surely you could tune out any quirks in each cylinder.

Where do we sign up??


JIM
 
1 - 20 of 20 Posts
About this Discussion
19 Replies
11 Participants
Last post:
540Hotrod
Team Camaro Tech
posts
2.4M
members
90K
Since
1998
A forum community dedicated to 1st generation Chevy Camaros owners and enthusiasts. Come join the discussion about performance, builds, restoration, modifications, classifieds, troubleshooting, reviews, and more!
Full Forum Listing
Explore Our Forums
Bench Racing Engine Body Shop Performance Brakes, Suspension & Steering