Anyone gone from big block to a LS truck engine? Anyone tried the MassFlowEFI on a BBC?

I am contemplating going one direction or the other. Currently have a 396, 60 over bore, mild cam, headers, 700-R4. Seems like I am always playing with the carb or the timing or the TV cable or something else in an attempt to find that perfect tune.

I am thinking that EFI would get rid of most of these issues but want to go with mass flow technology, not speed density. Only options I see are buy a MassFloEFI system which will run me about 4 grand to install including the fuel system upgrade for EFI or put a LS series engine in, most likely a 5.3 or 6.0 L truck engine.

Anyone else gone down either path and do you recommend it or regret it?

http://www.chevelles.com/forums/showthread.php?t=216205

Andrew

I'm wondering the same, go EFI or stick with a carb. I'll have to admin, a 540 fuel-injected motor sounds pretty fun to me.

I was looking at the FAST and Accel kits around 4k, I like the FAST kit comes with a distributor as well and looks to be a top quality piece.

Thing that bothers me about most aftermarket EFI kits are that they are speed density controlled. I am afraid that I would stop tweaking the carb and start tweaking all the fuel maps instead.

Seems that with a mass air type EFI that less tuning would be involved, but I could be wrong.

Also I would lose 200-300 lbs with a LSx engine vs converting the BBC to EFI.

I think I will end up going a LH6 or LM4 or L33/4L60E combo. My chevelle had a 327 with 300 hp heads before the BBC and it sure was fun to drive.

I have run the Edelbrock Pro Flo FI in my big block for 9 years now. Works great and I would never go back to a carb on it. Having said that, I will be pulling the BB as soon as I can afford to stuff a LSX in its place. The BB is great but since I am more towards pro touring with the car I like the idea of 300 to 400lbs lighter and much better mpg for similar hp to my mild BB.

You *could* trade carb tuning for EFI tuning...

What you have to factor in here is that any good EFI system will have an O2 sensor providing feedback and making constant adjustments based on that feedback. You get it pretty close and then let the EFI computer take over the tuning.

It's a beautiful thing.

BTW something to consider is the legal smog implications of an engine upgrade. I believe, at least here in California, that upgrading to a newer engine also obligates you legally to meet the emission standards applicable to the time of engine manufacture. YMMV but would be worth checking on.

Been driving my 67 with LT1-4L60 combo for 4 years and 36,000 miles. The FI is great. Not had any problems. This was a 94 camaro pull out at 87k miles.

BTW something to consider is the legal smog implications of an engine upgrade. I believe, at least here in California, that upgrading to a newer engine also obligates you legally to meet the emission standards applicable to the time of engine manufacture. YMMV but would be worth checking on.


That's only required for cars that must pass a sniffer. If you change the engine, the car has to then test with the newer engines standards. If your car doesn't have biannual testing, it doesn't matter what year car the donor engine comes from.

That's only required for cars that must pass a sniffer. If you change the engine, the car has to then test with the newer engines standards. If your car doesn't have biannual testing, it doesn't matter what year car the donor engine comes from.


For now, anyway. But if and when it returns it will likely end up applying to our carb'd BB's and such anyway so we'll all be hosed together and we can start discussing twin turbo 2.x litre builds....or maybe prius engine swaps - one up front and one in the trunk.

That's only required for cars that must pass a sniffer. If you change the engine, the car has to then test with the newer engines standards. If your car doesn't have biannual testing, it doesn't matter what year car the donor engine comes from.

Rian,

Legally, Everycar* back until 1966 model year IS required to have the correct smog equipment for registration in California, Everycar is required to "pass the sniffer"... Don't be fooled by the "exempt" BS going around... the exemption is only from the "biennial testing", not from :emission requirements or even "testing"!!! The car still has to have the required equipment... Obviously, without the biennial testing, its easy for everyone to modify there stuff, and not think about being in compliance... It doesn't matter how clean your car is, if it has "illegal" equipment, its "non-compliant"...

* There are a few cars (from 1966 mainly), that are actually "exempt", Cobra, L78 Chevelle (1966-only), L72 Chevy, etc...

You are very lucky ( I remember you having problems with the local Police, right?). The Police CAN send your car to the referee to see if its legal... All they need is an excuse (gross polluter, racing equipment, etc, whatever BS they want to make up), and there will be no fighting it...

And if you were going to spend all the time/money swapping and installing an EFI motor, you'd probably want to be sure it could easily be made "legal"...

Its not a matter of "if" California goes back to smogging older cars, its a matter of 'when"...

It's already happened twice (where cars were "exempt", and then later laws required testing) in the past 25 years... I had my old Chevelle on blocks, but still paid the registration, until they came along and said I needed to smog it again...



Every year (almost) it seems a new law is attempted... Luckily, most of these have failed, Not sure how much longer that will continue...


...here in California, that upgrading to a newer engine also obligates you legally to meet the emission standards applicable to the time of engine manufacture. YMMV but would be worth checking on.

Steve is correct (AFAIK, last time I checked)... You can swap in a newer engine, BUT you must maintain the "newest" version of the smog equipment... This includes Catalytic convertors, charcoal cannisters, ECU's , etc... the car also gets "smogged" as the newer car...

For example, you drop in that LS1 out of that wrecked 2002 Camaro, and essentially, your Chevelle is now considered a 2002 Camaro, in regards to equipment and "sniffer" limits...

I live in Arkansas.

We do not have to have our cars inspected, let alone pass emissions, in order to complete vehicle registration.

Reason number 18 why I am glad I don't live in California.

Thing that bothers me about most aftermarket EFI kits are that they are speed density controlled. I am afraid that I would stop tweaking the carb and start tweaking all the fuel maps instead.

Seems that with a mass air type EFI that less tuning would be involved, but I could be wrong.

Also I would lose 200-300 lbs with a LSx engine vs converting the BBC to EFI.

I think I will end up going a LH6 or LM4 or L33/4L60E combo. My chevelle had a 327 with 300 hp heads before the BBC and it sure was fun to drive.It depends on how often you plan on changing engine components. If you dont plan on regular changes and can carry 10 hg @ idle an Edelbrock Pro Flo will be by far the most trouble free and cost effective EFI option available. With this system you provide info to Edelbrock and they burn a chip to fit your needs; there is still basic(and I mean very basic fuel mapping) but the OEM's got away from from Mass Air due to its lack of durability. Warranty issues were of epedemic proportions back in the early-mid 80's for the OEM's.

I might be mistaken, but I think most if not all OEM's are now mass air type systems. All the LS(x) type engines use mass air.

I think speed density systems (LT1 was speed density if memory serves correct) are what has gone the way of the dinosour in OEM applications.

I might be mistaken, but I think most if not all OEM's are now mass air type systems. All the LS(x) type engines use mass air.

I think speed density systems (LT1 was speed density if memory serves correct) are what has gone the way of the dinosour in OEM applications.

The LS computers use both a MAF and MAP sensor to measure load. If the MAF goes out it just refers back to the MAP table. Either system will work fine but the stock LS computers are very sophisticated. Much more so than any aftermarket ECU, with the exception of the very top end (<$10,000) systems.

Read my build thread. I just trapped 112mph in my GTO that weighs 4000 pounds with me in it. That's with a silky smooth, stock cam idle, and over 20mpg.

Andrew

The LS computers use both a MAF and MAP sensor to measure load. If the MAF goes out it just refers back to the MAP table. Either system will work fine but the stock LS computers are very sophisticated. Much more so than any aftermarket ECU, with the exception of the very top end (<$10,000) systems.

Read my build thread. I just trapped 112mph in my GTO that weighs 4000 pounds with me in it. That's with a silky smooth, stock cam idle, and over 20mpg.

Andrew

Cr@p can i get 20mpg on a 540 with EFI...hehe

The LS computers use both a MAF and MAP sensor to measure load. If the MAF goes out it just refers back to the MAP table. Either system will work fine but the stock LS computers are very sophisticated. Much more so than any aftermarket ECU, with the exception of the very top end (<$10,000) systems.

Read my build thread. I just trapped 112mph in my GTO that weighs 4000 pounds with me in it. That's with a silky smooth, stock cam idle, and over 20mpg.

AndrewThat is correct. To my knowledge noone makes an aftermarket system that operates on MAF and MAP in the 4K range; besides the fact you stated MAF only. The durability I was refering to was MAF only setups which is what 4K in the aftermarket will get you.

Cr@p can i get 20mpg on a 540 with EFI...hehe

Maybe if you're coasting downhill with a tailwind. :D

Andrew