OK, finally had some time to install my FIRST intake, after dealing with a wiring harness in my AMX. I went from a 383 ci/Lpe 219, ported stock heads, LPE 5/8 headers; Superram/ Accell 24lb inj/BBK fuel pressure regulator and stock HEI to a FIRST, later type Lucas 3 ,24lb injectors, Magnaflow mechanical EFI regulator and small cap Camaro/Firebird distributor and coil. Install itself was not that hard (harder to get off the superram ). Some problems I did encounter is the throttle cable mount that comes with the FIRST needed to be tweeked to get it to function correctly and I've had to crank the fuel pressure waaaaay down on the regulator so it would stop flooding. Before with the BBK regulator and vacumn line connected, was 47psi, now its 26. And, it's still running a tad rich. I guess another chip tune is in my future. Tried to get EGR to work, but don't have enough fabrication skills to modify the EGR tube from the header to the side of the FIRST, so I left it off and jerry rigged the EGR sensor to make it send a signal from the header tube. If u buy one of these, probably need to forget EGR. They designed these for more of a replacement on an Fbody or as a carb swap and our EGR is set up differently on a Vette. Haven't had awhole lot of time to field test it, as my Vette's in the bodyshop for some minor touchups and a new spoiler. From what I did drive it, seems to have alot more oopmh off the line (I have 3:54 rear gears and do have traction issues). Pulls strong to 5200rpm (ran out of road on my test road, I was manually shifting my auto at 5000 and couldn't barely get it into 3rd gear). Underhood clearance is tight at the front of the throttlebody. I have one of those stainless panels on the inside of my hood and it does scratch. That tells me it's touching, but my hood does close, just can't drop it aymore. Should have it back by end of this week or next, so I'll be able to advise on more drivability and get photos. Anyone else install their's yet and have similar issues?

 

sounds like a good combo for the street.

are you going to post some pics? who tuned the 383?

 

Yes, I'll post pics as soon as she's out of the body shop. Ed Wright did the initial mailorder and followup dyno tune with the superram.

 

I'd be anxious to hear about the difference between this and the SR.

Did you keep your 219 cam?

Do you have dyno sheets from the SR to the 1st?

 

I kept the 219, only change is intake, injectors, fuel pressure regulator and distributor. Sorry but probably won't get it dyno tuned again till next year, as it's a major deal for me to do that. I have to drive to Tulsa and then there is the fee, which I believe will increase because I've changed engine components from when I paid for the original. Right now, just going off SOP feel, but, may take it to the track later this summer(although I must stress this is primarily a street driver, not a drag strip bomber). I can say its real torquey throughout the power range. Feels like a big block. I have to admit, I am concerned with it running a lil rich, but the superram was the same until I had the dyno tune done with it.

 

You don't have to go to Tulsa. I know of a great tuner here in OKC. His name is HEX here on the forum. He occasionally had dyno days for the Vette guys and does two runs for $25. Not sure when the next one is. Anyway, can't wait to hear the results.

What was your dyno numbers with the 383 and SR?

 

You can do an EGR delete in the tune, then you don't have to worry about it.

 

Does he do older tpi cars? Alot of listed tuners will only tune newer LS engines. Is he a business or does he just tune on the side? My last tune (found out later I had a partially clogged cat) was 312RWHP/441 tqe. Does he have a point of contact number or email? TIA , Tom

 

Thankx, I wonder if that's partially why it's running rich.

 

www.swtuning.com

405-728-5044

 

Any idea how much it would cost to get a chip burned by them? Are they pretty good?

 

If the other injectors and chip tuned for the SuperRam was running good, then I'd swap those over. That should be close,, already matched to the injectores, cubes, heads, exhaust, and cam. There should be a little fueling and timing differences in the midrange,,, but it should be close enough so you can get a happy medium with base timing and fuel pressure adjustments.

I've switched from a ported GM base and SLP runners to a HSR to the FIRST and I could get all to run half way decent with 24# SVO injectors and a stock chip with no more than base timing and fuel pressure adjustments. All ran between 42# and 46# of fuel pressure,, but it was a MAF car. I would suggest getting the equipment to burn your own chips though. I fought it for a while thinking I didn't have time for the learning curve,, but once I started I kicked myself for not doing it sooner. It was relatively quick and easy.