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NOTE:

I SEARCHED.

SEVERAL TIMES.

I STILL COULDN'T MANAGE TO COME UP WITH A GOOD ANSWER TO THIS QUESTION. SO... IF THERE IS ONE AND I JUST COULDN'T FIND IT, I APOLOGIZE FOR THE TROUBLE.
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For a limited use, street/strip 383 with appropriate cam & heads for a 6500-6800 redline with T-56 & 3.73's; in a 4400lb car...


Stay with factory style induction and injection setup...?

OR...

Switch to 4 barrel intake with aftermarket injection setup?



To repeat...
I am NOT talking about going to a carburator.

I'm talking about a FACTORY style intake and fuel injection VS. AFTERMARKET intake and fuel injection setip.



What are the pro's and cons here?


Also, as long as I have your attention; is there an aftermarket pulley & bracket setup that completely replaces the factory setup?

 

I thought about going to an aftermarket carb manifold, but I couldn't justify the cost to the gain in power. To use the manifold your going to have to have the bolt holes redrilled to fit LTx heads, or else conver to the small block heads, so your looking at the cost of new heads, plus the mods to get them to work with the reverse cooling, plus having injector bungs welded to a new intake, then custom fuel rails and regulator, then an elbow and aftermarket throttlebody, then custom cold air intake, then going FAST or DFI like you stated you would like, then you gotta get a distributer. Thats a whole lotta $$$ and what will you get, maybe some higher upper rpm power. The LT1 manifold has supported over 1000 Hp on some forced induction cars already, so it can't be that bad. I understand by your post your NA though, so a single plane may be better for that app. I am no expert but as I started figuring how much it was going to cost, and the pain of a whole aftermarket setup and getting it all to work (yes it is doable) I looked at my motor, and the LT1 setup just seemed to look like it's that much more adequate.

 

GMPP makes Lt1/4 carb intakes that you could convert to fuel injection...BUT...I would stick with the stock Lt1 miniram intake

 

Not cost effective for the gains, to switch. No bracket set up known.

 

I consider that a lame generic excuse, not a reason. (I'm not stating I endorse the idea addressed by original post, as noted above, it's not very practical, or cost effectve.) It's like a person in a choir. Is the person just moving their lips, or actually contributing to the sound emitting from the group? Pressure can make up for, and camouflage, a less than robust link. I just don't buy that excuse, to justify the oem's use of that manifold. They had concerns, other than all out torque production in mind. The manifold is there, and functioning, I'll give ya that much. No, it's not that bad. I'm merely stating, it's not that good either.

 

Well it's not like we are dealing with a TPI manifold that has a hard time getting over 400 Hp in stock form. Mearly stating that the stock manifold can and has supported some large numbers, and is capable. Best design? No, but it can work. Staring six grand in the face for 20 upper range horsepower when you have a capable setup already is a pretty lame.

 

This wouldn't be a high power motor. It'll probably break 500 (engine), but I don't know by how much.

It will have a nitrous system (not an "off-the-shelf" setup), though I'm not sure it's relevant.


Something that MAY be relevant though; is that I'll be throwing a lot of electronics at this engine. Nitrous Maximizer, MSD-somethingorother, Low-Z converter for the injectors and a coil-on-plug conversion.

The main advantage I see to an aftermarket setup is that it MIGHT be easier to do all that if I DON'T use the stock PCM.
So, in a way; this question is about whether working with the stock intake/fuel injection/electronics package is smart, OR... would I be better off starting over?