Ok Ill admit before I start this that ive been lazy and didnt do a recent search but, I put together my 89 6spd mini ram
several years ago, I tuned it with an ostrich that ive never removed (never burned a chip) car runs awesome and never
have any issues, just drive the crap out of it. like every one else id like a bit more HP out of it and as much as I did ok for a tuning novice
i dont really want to do it again, I got interested again reading about one of our members LS swap. dont think I want to go that route. Honestly
what I really want to do is a fuel injected BBC in this car more for the shock value (love my big block cars ive owned) than performance, Im sure i could build an LS to be just as fast and way lighter. anyway what would be the best bang for the buck (cheap) lol modern aftermarket learning computer I could install leaving my mini ram on. so i could do a larger cam and possibly a turbo and not have to tune myself. (FAST,ATOMIC,etc..)
at least If i get a modern setup I can pay a shop to tune it. nobody local I know of wants to go near our antique setups.

thanks

 

Check this thread out. I believe he used a sniper.

 

If you are interested there is a company in Florida called EFISYSTEMPRO.COM and they sell the Holley EFI systems. They have a Holley Tier 3 technician on staff who gives you his cell phone number and will do anything he can to help you if/when you have problems or questions. The Service the guys at EFISYSTEMPRO offer is just amazing and if you are going to need any help at all these guys will help you (assuming you buy it from them) otherwise you have to directly to Holley themselves which is not bad, just a longer call time.

I purchased a Holley Sniper Stealth 4150 and it works great on my C3 427. I was going to use a new fuel tank made for EFI but the salesman suggested a Fuel Tank Module made by Holley that had the new Fuel pump, regulator and the fuel level sensor on one part. It took 20 minutes for installing the fuel system as all I did was drain the fuel tank and install the new module. The Fuel tank module saved me over $350 and made me a happy customer. The Sniper I used is called a "Stealth" as it looks just like a Double Pumper Carburetor and fits in the original spot perfectly. The Sniper systems are self learning and work really well. The software that Holley made for the Sniper is amazing all by itself as it does a lot of things for you. My system is still learning the fuel system so I haven't activated the ignition control features yet. When the Sniper has control of the timing and fuel then it really helps the car run well.

I looked at the other self learning systems out there and almost bought the Edlebrock Pro Flow Intake with a throttle body EFI system. It uses 8 injectors like a regular modern Car under the hood but costs a bit more and you could never hide the EFI system as it looks like a modern engine with the Edlebrock parts. I didn't think it would look right with my C3 being 52 years old. The Holley System uses 60 p.s.i. fuel pressure and since my pump is under the fuel inside my fuel tank it is nice and quiet. The only difference under the hood is that the fuel pressure gauge has 60 p.s.i. showing on it versus 6 p.s.i. for the double pumper that came off. Otherwise it looks just like a carbureted 427.

My C3 came with a 427 and it fits well under the hood of a 1968 C3 where I can reach all eight spark plugs from on top of the engine. I don't think I have seen any BB C4's other than the one GM made with the 454 and they had to modify several parts to make it fit comfortably. Having a C3 with a BB and the C4 with it's L98 small block makes life easier for me. When I want to scare myself I drive the C3, when I have an errand I take the C4.

 

I have a MR I also tuned with an ostrich. I finally put a Holley HP on mine and it's working great. Very easy to tune. I put LS coils on and a dual sync distributor so it would run in sequential mode.

 

I thought you were going to put the Tri Power back on that car? Do Holley do a two barrel version if so you could get three of them

 

Hello there Greg!

Three times the trouble just to "look" authentic? I think not. I liked the look of the tri-power setups but have heard of way too many problems with them. A buddy had a 1964 Pontiac GTO with a 389 and a six pack. Along with a convertible and four speed it was clearly made for speed. I finally got a ride in it and when he floored the gas pedal the linkages stuck and the engine revved over 6000 rpm. We sat on the side of the road waiting for his over-pressurized lifters to relax so it would start and run again.
They do have a dual four barrel EFI setup which would be fun. I have seen three throttle bodies on top of an engine and it looks complicated.

The throttle body that came with my Sniper flows 870 cfm and that is plenty for my 427. I have a couple modified Holley's that flows a lot more than that. Besides when GM decided to make the L88 they used One Holley carburetor, not two or even three. They found more power with just one carburetor over three of them. When testing the carburetors I found my engine ran the best with a 850 cfm flowing carburetor, the 750 gave me a better gas pedal feel but the 850 ran faster on my Gtech Pro and my (most expensive) carburetor flows close to 1100 cfm but that was for top end racing.

There was a guy trying to sell a 1958 Corvette with dual four barrels on top. He was asking close to $70k for a Corvette with really bad cracking all over the paint job. For a Corvette that doesn't handle well or even go fast I took a pass, I don't want any projects that old. My Cessna 172 was a 1958 model and was fun and easy to take care of. A 283 with dual four barrels would be another learning experience. Having been born in 1958 it would have been cool to have a 1958 Corvette but that is a totally different Corvette than what I am more familiar with. My 1958 Cessna had tube radios in the dashboard, it was old tech. Personally I am not too interested in owning either the C1 or C2 Corvettes anyway.

I like my C3 and C4 but do wish I had a C7 at some point. The look had to "Grow" on me for a while but I would enjoy a newer model for daily driver usage. There was a guy driving a C7 with the Cylinder de-activation and he claimed to get 34 mpg on the highway. The man told me he drove close to 70 miles to and from home and that his C7 regularly was in the low 30's for mileage. I love simplicity...

P.S. I did have the chance to race a guy with a 1969 L89 using the Factory tri-power on a 427 like mine. Everybody was sure I was in for trouble.... He was several lengths behind me at the end of the track and he had a 4.11 rear axle compared to my 3.36. Both were four speed Corvettes, it was close at the start but my 427 rolled out way in front of him even spinning the rear tires until I past the 1/8th mile mark on a 1/4 mile track. I had to really try to keep from going into the 12 second bracket and needing a roll bar or a real roof. I have never been able to get into fourth gear on any 1/4 mile track..

 

I went with the Edelbrock Pro Flow 4 with my build and love the self tuning part. When I broke in the engine on the Dyno the guy running the dyno was impressed on how fast it learned. The drawback is that I am used to tuning using HP Tuners and a wide band with the ability to data log to fine tune. You can manually and fine tune the Edelbrock system but you can't just create a log file and paste it into your VE table

 

Morning Chris
You know I’m just speaking **** when I say things like that. For sure the Tri Power set up looks cool but the arrangement you have now is a vast improvement. I’m always surprised by people here who remove the C4 fuel injection and instal a carby. There are are some really good aftermarket set ups like yours and Bill’s.
My racing 84 was originally built with a Moon intake and 4 x twin choke Weber’s similar to what a sprint car would have run in the 80s and 90s. Apparently the original owner/builder could never get them to perform properly so off they came and on went an Edelbrock Victor Jr and a Holley 750 double pumper and no more problems. In the future I will look at replacing that arrangement with a aftermarket fuel injection system like yours or Bill’s but have to consider the Lunati RRA-256G-264F cam. There are are other fuel injection options that they use in oval track these days that may be suitable.
Incidentally seeing as how you mentioned your aeroplane, the fuel filter in my racing 84 is a Purolator 25443 type G159J. It’s clearly an aviation part and you can turn the top from in the car to clear the filter screen. I assume that these would be mounter in the cockpit of a plane so you could clear fuel blockages during flight.

 

Tuning a big cam is easy. Blend out the map reading down low and just get it to fuel off the tables and then as rpms come in go to the real one. (I'm kidding. This is not a good solution)

But God dayum does that cam make mine seem inadequate.

 

Yes not a road car my any stretch of the imagination. The engine only starts to make power at about 4000rpm. The cam is advertised to operated between 3800-7600. This car has the two plate three button sports clutch with out compensation springs and a very light flywheel. Apparently the clutch is a Weber with Magnum Force plates but I can’t find any details about it. The point is it’s hard enough to drive in the pits, it would be impossible on the road.