What do you guys think about Holley commander 950 management system to control the smark and fuel??


I would also like to know what you think about Holleys tunnelram EFI kit, it´s a complete kit with intake manifold, plenum and 58mm throttlebody. The kit also includes neww injectors with fuelrails and to support the bigger injectors, aux. fuelpump. To control the new settup the kit comes withe the stand alone fuel and ignition management Holley 950 commander. :confused:

 

The Commander 950 is a pretty decent system for the price. It's basically the same as Accel's old 6.32 DFI system (that I've been running for 10 years); except that its Windows based instead of DOS. It has a few updated features but as a whole it's pretty damn similar. I've had some experience with one on an NMCA EFI Mustang (a high 9 second car). The only real detractors to it versus the newer generation FAST or Accel DFC Gen7 is that there's no provision for a wideband O2 meter which makes tuning a little more difficult. However, there are several companies manufacturing pretty inexpensive wide band A/F meters that you can use to tune the Holley setup; or you can use an EGT guage. For the cost it's a good setup though I would probably spend more dough and buy one of the others I mentioned above.

As for their tunnel ram "Stealth Ram" or whatever they're calling it; I have little experience with it... However the runner length and volume is close to that of a Super Victor single plane but the plenum used on the Holley piece has much more volume...That would indicate pretty good performance. I've seen two tests on this setup in GMHTP and CHP magazines. Both reported good results; the GMHTP test was on a 9.5:1 355 with TFS heads and a mild hyd. flat tappet cam; it made about 35-40 hp more than a large tube TPI setup and roughly the same torque. The CHP test was on a 406; they pulled a big single plane and carb and installed it. Once tuned the EFI manifold made over 500 hp and a ton of torque, it lost a little (negligible) hp to the carb but it gained a lot of torque and considerably more drivability. They also tested this system with NOS' NOSzle EFI N2O system and made around 700 hp if I recall...
-Jeb

 

Thanks for the good response. :)

So you´r saing that holley stealth ram is a good intake manifold, but you wouldn´t reccomend the commander 950?
What´s the biggest differenc between accel DFI gen.7 and holley commander 950?? How much do the gen7 cost?? :confused:

 

Is it possible to run this system for the 92-96 LT-1's, I can only find a part number for the TPI's.

 

O.k. I found the part number HLY-950-105 for 92-96 LT-1/4

However, Holley says I have to run a custom crank trigger ??? WTF??? How expensive is that???

 

In my opinion the FAST and DFI Gen 7 are better units; mainly because of the ease of tuning with the wideband O2. They also have a lot of really killer features that aren't found on the Holley. I recently sold a FAST bank-to-bank w/wideband option for about $2300 which seems to be the going rate. I believe the DFI 7 is about the same or maybe a little higher.

vvv90...Custom crank triggers aren't that bad but I would really consider running the FAST or DFI instead as they will plug right in to what you already have...
-Jeb

 

Weel the thing is that I can get the hole kit for about 2000, that´s a hole lot cheaper. The kit includes evereything, Stealth Ram, injectors, 58mm TB and holley commander 950.
Now, I would like to know if this would be a god setup (I can tune it on the dyno). And if I use the dyno the FAST and DFI systems don´t have so many advantages? And because of my little knowledge of these systems I don´t think that all of there possebilities will be used (all there tricky functions).
I just want something that´s pretty easy to use...

Oh, would also like to know if this is a good setup for my perticular enginesetup...



[Modified by Haloe Ted, 5:59 PM 6/19/2003]

 

First before I can tell you if the StealthRam/950 will be good for your particular combination I'll need to know what it is.

As for DFI Gen7 or FAST being MORE complicated because of their other features the exact reverse is true. Both of these systems have iterative programming and are based on volumetric efficiency maps based on your engine specs. Most of the time when the ECM builds you a "Start-Up" map it's pretty damn close on these systems and just minor tuning will be necessary. The main problem with the Commander is like I said; it's a lot like the old DFI that I run. Sure, it will build you a start-up map but it's usually SO far off it's really worthless. Basically you have to build your entire maps which is both time consuming and difficult if you're new to the process. But, if your combination is relatively close to those that Holley has on file they can get you started. Utilizing a dyno with an air/fuel meter will help tremendously; I tune EVERYTHING, no matter which system on a dyno with a a/f meter.
-Jeb

 

This is my engine combo...
-88 corvette conv. aut.
TPIS fastpack, TPIS long tube Headers,
complete flowmaster exhaust (cat remowed)
1.6/1.6 roller rockers
intercooled D1 Procharger @ 10psi

So you think it´s worth paying the extra money for the DFI or the FAST system.

As I live in Sweden it´s kind of difficult to find someone thats extremely knowledged on US cars (Chevy, Ford, Pontiac etc..)
How hard would it be for someone that usually builds chip to a number of different European cars (Audi, VW, Volvo, Saab etc.), to tune the commander on his dyno. (He has not worked on any american cars yet, but he think that he can do it)

 

If he's familiar with EFI tuning (ie., burning PROMS and ECU's) for other cars he shouldn't have too much trouble working on the Commander. It's just an experience thing. The old DFI and the Holley units take more tuning knowledge than the newer FAST and DFI units do...That's the prime reason I prefer them; I run the old DFI 6.32 but it was really the only thing around when I was doing it and I had to learn A LOT to tune it well. The FAST and Gen7 DFI do almost all of the really difficult stuff for you.
-Jeb