1971 Demon Engine Upgrade 360 EFI

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champyfz450

champyfz450

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I initially planned on installing a G3 Hemi into my car, but have since changed plans and decided to stick with this setup. Does anyone have experience with the Holley Terminator X ECU and universal wiring harness?

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I haven't used terminator but I have used (and run now) Sniper and have tuned HP systems. What do you need to know?
I just DL the terminator software and it does have base Mopar tunes but I'm sure one of the chevy tunes will get you started.

Garth
 
dartgarth said:
I haven't used terminator but I have used (and run now) Sniper and have tuned HP systems. What do you need to know?
I just DL the terminator software and it does have base Mopar tunes but I'm sure one of the chevy tunes will get you started.

Garth
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Just looking for a little feedback on how others' setups (with Holley fuel management) are running. Was it difficult to tune? How was the wiring? Stuff like that, this is my first foray into EFI on an older model vehicle.
 
It's pretty easy and the Holly software is very straightforward and user friendly. The wiring is all good too. I found the instructions good as well. I'm here to help if you need it.

Garth
 
dartgarth said:
It's pretty easy and the Holly software is very straightforward and user friendly. The wiring is all good too. I found the instructions good as well. I'm here to help if you need it.

Garth
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That really means a lot! Thank you. What is your engine setup, if you don't mind my asking?
 
383 Big Block, Hydraulic roller cam, Sniper EFI, Sniper Distributor, MSD 6EFI box. At first I wasn't running the timing control and was running a regular MSD Distributor but I'm now running the Sniper distributor and having the sniper control the timing. I also run a A518 trans with Compushift Mini controller. I went Sniper because I wanted it to look "stock" to the layman. oh I also run an electric fan and electric water pump now too.

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Nice clean setup dartgarth I really like it! Have you had this setup dyno'd?
 
Tuned it on the engine Dyno. Made 400 HP @ 5100 RPM and 430 ft/lbs of torque @ 4600 with over 400 ft lbs from 2500-5200 RPM. I think his dyno may be a little conservative but also keep in mind I have a very small Hydraulic roller cam 217/225 @ .050 and .544 lift, 109 LSA, 264/272 gross. It ides with 17" of vacuum and scoots along pretty well with the 3.91 gears.
 
dartgarth said:
Tuned it on the engine Dyno. Made 400 HP @ 5100 RPM and 430 ft/lbs of torque @ 4600 with over 400 ft lbs from 2500-5200 RPM. I think his dyno may be a little conservative but also keep in mind I have a very small Hydraulic roller cam 217/225 @ .050 and .544 lift, 109 LSA, 264/272 gross. It ides with 17" of vacuum and scoots along pretty well with the 3.91 gears.
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Those are very respectable numbers. I'll be glad if I'm in mid 400's.

Does anyone know if stock height/fabricated valve covers will work with 1.6 rockers?
 
Well it’s been a little while but here’s where I stand. Engine is ready and I added some boost

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Recently we dyno tested 8-10 different TBI units from every manufacture. They were tested on single(Victor) and dual plane(Performer RPM) intake with wideband O2 and EGT in each Cylinder to monitor A/F. It was a ~450hp smallblock.

A/F between cylinders were all over the map with ALL the TBI units. Winners(Tq/hp) on the Single plane were the BIG Losers on the Dual plane. 1 cylinder could be 17:1 while another was running 12:1. Near 0 consistency, especially below 4000rpm. By ~5500rpm the extreme variations improved a bunch. But some TBIs were down 30-40ftlb

After seeing the results, I'll never use anything but Multiport EFI.
There's far too much variation in fuel mass delivered to each cylinder with the TBI, especially given the added variation in intake themselves. We just proved what was already known in the OEM for decades, that putting the injector as close as possible to the valve, SIGNIFICANTLY reduces the inconsistent fuel delivery
 
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can you please post the test results for these units? And with the single plane intakes the variations are in which range?

I use a sniper on a EDE Victor with a 1" open spacer, so i´m pretty interested in the findings.

Michael
 
Well folks, she runs. Testing will start when the snow leaves.
Sorry I tried posting a running vid but no luck
FYI A/F ratio is off the charts cause there's no exhaust, just open headers. Learning how to utilize the Holley HP ECU to its full potential
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myduster360 said:
Recently we dyno tested 8-10 different TBI units from every manufacture. They were tested on single(Victor) and dual plane(Performer RPM) intake with wideband O2 and EGT in each Cylinder to monitor A/F. It was a ~450hp smallblock.

A/F between cylinders were all over the map with ALL the TBI units. Winners(Tq/hp) on the Single plane were the BIG Losers on the Dual plane. 1 cylinder could be 17:1 while another was running 12:1. Near 0 consistency, especially below 4000rpm. By ~5500rpm the extreme variations improved a bunch. But some TBIs were down 30-40ftlb

After seeing the results, I'll never use anything but Multiport EFI.
There's far too much variation in fuel mass delivered to each cylinder with the TBI, especially given the added variation in intake themselves. We just proved what was already known in the OEM for decades, that putting the injector as close as possible to the valve, SIGNIFICANTLY reduces the inconsistent fuel delivery
Click to expand...
I am really interested in this test. Wouldn't a carburetor suffer from the same A/F variations as the TBI?
 
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