Was wondering if anyone has used it yet for a track car? This just might be the ticket for me since i'm not very good with computers and would have a tough time self tuning a FAST or other systems. My friend who attended the SEMA show brought me a catalogue home from holley. Lot's of cool stuff in it about the EFI systems. Pipe

 

I would either use the money spent on that and have the factory ecu tuned or just put a carb on it. That Holley system is not worth it in my mind.

 

i've seen a lot of video on you tube about Holley avenger and dominator EFI systems,particulaly Avenger the entry level Holley TBI set up it's a simple ,smart and fast way to convert and old carburated muscle to efi. Compared to an old crossfire system and the work required to burn and resold a socket and insert a new burned chip,not to mention hacking itself this old slow ECM unit,buyng a new Avenger with the small smart one hand setting device it's a better way to go,just my opinion

 

Like to find out more about this. Anyone got a direct link to some Holley info on this

 

Most ecm's are self learning, they adjust within parameters initially set. I think they're selling fancy marketing. Your stock ecm has learning capabilities.

 

Don't forget we are talking about a complete kit with everything you need to convert a carburated to EFI,Avenger come with fuel pump ,sensors,realis,wiring harnes,brackets,ecc.But wizard function,wich creates a basic calibration, is just a little feature,compared to the ability to set up a calibration,or multiple calibrations using advanced calibration function.For example if you creates 2 different calibration,you can run these calibrations simply selecting one and entering it.Not to mention that this modern EFI computer run at today processor speed,not at 160 baud!this means more samples x seconds,and definatly the ability to fine tuning your calibration.I consider it a good upgrade for that carburated muscles,or for early C4 crossfire (Avenger).Dominator is a real monster computer capable to manage tons of imputs and strategies.

•Twelve sequentially driven 8:2 peak and hold injector drivers, capable of driving up to 24 low or high impedance injectors as a standard feature. Multiple staged injector strategies
•Twelve channel Distributorless Ignition (DIS) outputs capable of directly driving “Smart” ignition coils or Holley DIS coils. Will drive 2 wire coils with the addition of PN 554-112 high current coil driver module
•Plug and Play control of factory GM 24x and 58x LSx engines
•Integrated electronic transmission control. Controls GM 4L60E and 4L80E transmissions with more to come in the future
•Integrated dual channel wide band oxygen sensor controls. Works with NTK or Bosch sensors. More channels can be added via CAN bus
•Integrated drive by wire throttle body control. Can control two drive by wire throttle bodies
•4 stage progressive nitrous control
•Turbo boost control
•Integrated water/methanol injection control
•Integrated “Data Acquisition and Control” allowed with massive amount of programmable inputs and outputs
•Internal data-logging standard with a huge 2GB of memory
•Self-tuning fuel table strategy greatly simplifies tuning process
•Store and change between four calibrations
•Individual cylinder fuel and spark control allows you to unlock your engine’s potential
•Optional 5.7” full-color touchscreen LCD allows easy on-the-fly tuning, data-logging or can be used as an easy to see graphical gauge panel
•Unique lb/hr based fueling strategy greatly simplifies and commonizes tuning
•Advanced idle, closed loop, and enrichment strategies allow for very stable operation
•ECU is fully potted and can be mounted in the engine compartment or interior
•Sealed automotive and marine grade connectors
•Works with 4, 6, 8 and 10 cylinder engines
•Allows for use of common OEM sensors as well as customer sensor calibration input
•1-5 Bar MAP sensor capability
•Ignition Plug and Play with GM 24x and 58x LSx engines, GM HEI, Ford TFI, magnetic and hall effect trigger, and other ignition systems. New Plug and Play applications in process. Custom settings can be configured to allow many other applications.
•Two channel knock control sensor inputs for both one or two wire knock sensors
•Dedicated fuel and oil pressure inputs
•Controls both stepper and PWM Idle Air Control (IAC) motors
•Speed density, Alpha-N, or combination fueling strategies
•3 Rev Limiters
•Massive amount of inputs and outputs allow for limitless combination of options. Allows for unit to be used as a complete data acquisition system as well.
•13 - “Multi-Inputs” – Can be configured as a 0-5V sensor input, 0-20v sensor input, thermistor temperature input, or high or low voltage input
•30 - 0-5V Sensor Inputs – Configures any 0-5V sensor as well as some can be used as switched high or low inputs
•4 - Speed Inputs – Can be configured as a digital (square wave) input or an inductive input
•20 - 12v PWM Outputs – Can be configured as PWM or switched 12V outputs. Rated at 2A maximum
•16 - Ground PWM Outputs – Can be configured as PWM or switched ground outputs. Rated at 2A maximum
•All inputs and outputs are programmed using innovative new “Pin Mapping” strategy that allows inputs and outputs to be pinned as desired by the user, allowing for inputs and outputs to not be “wasted” by non-used dedicated functions.
•4 Stage nitrous oxide control
•Fully featured nitrous control eliminates the need for a separate nitrous controller device
•Can be configured “Wet” or “Dry” with closed loop feedback
•Progressive control based on time, RPM, or boost, requires part # 554-111
•Lean or rich safety cutoff
•Full timing retard/control configurability per stage based on RPM or time
•Integrated water/methanol injection control
•Uses Holley water/meth solenoids specially designed and calibrated for use with this EFI system to allow the user to enter water/meth flow as a percentage of fuel injector flow for water/meth tuning precision unmatched in the industry
•Allows for two nozzles to be controlled
•Nozzles available from 400 to 1000 cc/min
•Complete control of pump activation, and low system safety features
•Turbocharger boost control
•Fully featured boost control capability eliminates the need for a separate boost control device
•Can be configured to control boost based on time, gear, speed, and manual inputs
•Gear based boost control configurable by several different methods
•“Boost Builder” functions offer the ability to assist building boost on the starting line by altering ignition timing, fueling, as well as nitrous oxide activation. Also can be used as an anti-lag function
•User configurable input and output programming
•Outputs can be programmed as pulse width modulated or switched.
•Unique circuitry allows inputs to be programmed as speed/frequency, 0-5V, 0-20V, thermistor, or switched high or low
•User configurable inputs and outputs can be programmed to have a variety of different inter-dependencies
•Configurable for: dual cooling fans, dual fuel pumps, AC inputs, basic TCC lockup, and multiple timing retard inputs
•User programmable caution and warning outputs for all sensors.

 

I was looking at the HP System I have a 383 with a stoudt solid roller cam in it and i'm not converting over from a crossfire or carb motor. It has a Mini Ram intake on it now. So I thought maybe just the ECM and Wiring Harness kits. Pipe THANKS for your Opinions

 

If thats what your doing... then the cheapest and best thing for you to do is get dynamicefi's ecm, ham board,multiport upgrade (cost you about $500) and plug it in. You won't need to change your wiring harness at all. Thats was I use for my HSR. I have a whole thread on the conversion and just how easy it is on SV forums. You will have all the tuning ability you'll want and you won't have to worry about changing any chips...just flash it in.

 

There's a good article in the Dec Hot Rod Magazine They installed the Avenger system on their '67 Impala convertible with a modded 383 and compared the system with a stock Holley 3310 and again with the same 3310 but tuned.

For the money, they said it's not truly cost effective given the high price of the Avenger system, but it did show decent improvements in both fuel mileage and driveability. My take on the article was that if you are converting from a carb system in a heavy car, it may be worth it if cost is not a consideration. It didn't appear that the Avenger system was difficult at all to install and get running. If you don't feel comfortable tuning a carb or don't have the equipment, it seems idiot-proof.

The article didn't have a dyno comparison so it's hard to say if there were any power gains. The 383 in the car was already at 450+ HP so it would have been interesting to see what power gains there were.

 

I don't know if it makes any difference in your opinion but the car will be used very little on the street and mostly strip use. qws whats the SV forum? Pipe

 

If its mainly a track car just throw a Holley HP series on there they are fantastic carbs.

 

The goal using this modern aftermarket ECMs is you don't need to burn any chip,just flash it in,you have a software assistance for the start up calibration ,they are multi-platform designed for nitrous,or boost based engine,ready for future modds...they come with imput device for smart tuning without laptop,or,with laptop designed software...i described Dominator and Avenger but there are other brands like FAST or Dynamicefi they are speed density based ECMs, no MAF required, so they are very sensitive to modds...

 

Tell that to my 383 with a cam that won't idle correctly.

 

The Holley system has shown some interesting results on a 555.

http://www.chevelles.com/forums/show...625&highlight=

 

I might go with their HP ECU and stand alone harness and use my Mini Ram with the AS&M 58mm TB. I sure like FAST"s Intake and Anodized Red TB though. A little of this and that. Pipe