I'm thinking about running the Accel DFI Gen VII Super Ram fuel injection setup on my 383 small block in my 76 Camaro... Currently I'm running a Holley 750 dp, on top of a Dart Single Plane intake.... What would the pro's and cons of this be???? I really want to make this swap.... Any input would be great.

 

Pros = AWESOME Milage, and easy tuning ability, lots of power being equal or more then carborated motors but not being as radical

Cons = $$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$


lol the money is the probably the biggest thing about swapping to FI.

If you have the money and the time to doing something like this, all the power to ya, looks like a good and promissing project.

there are more then just that DFI setup, look into whats will work best for ur car... holley and edelbrock both have they own setups... so just explore.

all these setups new will come with everything you need.

 

The setups don't come with quite everything you need. You also need to replace your fuel lines, which is suprisingly expensive, especially if you want to use nice looking lines.

 

get the FAST system with the wide band option. you wont be sorry. Down the road you wont be sorry.

Did I mention you wont be sorry ? ( I just reread my post lol


DJ
70 SS/RS 406" FAST efi.

 

The biggest con of that system isn't the cost; it's how hard it is to get right. I've seen many tuners struggle with it. When it's right it's great, but there are some telling the customers up front that they may not get it 100%.

After tuning on one for several months and having two EMIC's (Accel EFI tune shops) look at it the car still isn't right. I took mine back before installing and went back with the FAST. MUCH easier to tune and has a wideband that actually works. Accel is having problems with that feature also as well as most of their peripherals.

Jody

 

I went with a factory 1990 Camaro TPI system. However, I didn't use the TPI manifold, but rather a TPIS MiniRam. I use a 7730 ECM and tune it with a CATS Real-Time tuner which emulates a flash-memory type PCM.

Most of the system was easy to install. However, wiring is tedious process. Since I bought a swap harness from Painless (which works extremely well, I might add) it was simply a matter of routing the wires to get a clean and reliable installation. The only place the EFI harness interfaces with the 1971 vehicle electrical system is on the +12V switched ignition source, the (+) battery, and main ground. Other than that it is stand alone. One thing though, make sure your alternator is up to the task. Since I had a serpentine system from an 1989 Z28, I simpy put in a 105 amp alternator to do the job.

The other big thing was the fuel system. I found that a late third gen fuel sending unit fit into my 1971 fuel tank with very minimal modifications (bending some lines, sealing up unused vent lines, etc). This gave me the return line I need and allowed me to use an in-tank fuel pump from a 4th gen SS Camaro (tried to use as much GM stuff as possible). The electrical fuel level sender also works well with my 1971 fuel gauge. From there it was simply a matter of routing some Earl's braided line from the tank to the fuel rails.

Tuning on this system may not be as precise as some aftermarket systems, but it gets the job done for me just fine. With my TH700R4 (lock up converter from an LT1 Vette) and 3.42 axle ratio, I get about 23 highway mpg out of a 400 hp engine cruising between 65 and 70 mph. Pretty dang good if you ask me.

 

I have heard problems with the Accel and edlebrock EFI setups. They have issues reguarding tuning at higher horsepower levels. The one system that I have heard works great no matter what it is on, is the stuff from "Kinssler"(the spelling is wrong). I have a Bud back in CA building a Ford Big Block and both the Accel and Eldelbrock had issues with tuning and feeding enough fuel. Just my 2cents hope it helps.