Ok so here is the combo and when going through the base maps at Holley I could not find one that is close enough. Here is the combo that I have scrounged from used parts. So I need to find a Map to get this on the dyne for break in and tuned.

383 SBC
11.1 Static compression
Dart Pro 1 heads ported polished flow 270 at .500
2.05 intake 1.86 exhaust 1.6 Scorpion Roller rockers
Cam Hyd Flat tappet .488 Intake 234 duration .510 Exhaust 244 duration 109 LSA
Holley Stealth Ram ported and polished gasket matched to heads
TBI Smoothed & Polished 58MM
32 Lb injectors
MSD Pro Billet MSD 6AL

Here are the 2 closest maps I found on the Holley site.

383sbc30 Base Map For 4–bbl Multi–port map generated on a 383 cubic inch small block Chevy with approximately 400 hp 30 lb./hr. injectors. Good baseline for camshafts less than 230 degrees duration at .050" lift and 112–114 lobe separation.

502sysmx Base Map For 4–bbl Multi–port map generated on 502 cubic inch GM engine with Hollet SysteMAX cylinder heads and cam. Injector size is 36 lb./hr. Good for big block engines with approximately 550 hp and cams with approximately 235 degrees duration at .050" lift and 112–114 lobe separation.

Here is the link to Holley where I pulled the maps.
http://www.holley.com/TechService/Library.asp

Probably need to know which injection sys you have - Commander 950, Avenger/HP. or other? Jim.

Sorry it is the Commander 950

This is what I found available as base tunes in my HP software. Yours doesn't have these? I don't see 32 lb injectors listed in their charts. I see 30 and 36 lb for the newer Holley injectors and some 30lb ones for the older Commanders. Do you have all the specs for your injectors?

The following are found in the “Base Cals” folder (located under C:\Program Files\Holley\EFI\Global Folders)
These are predefined for Holley MPFI and TBI systems. You can use them on similar applications, just make sure to change the injector size and other required parameters as needed.

Multi-Port Base Calibrations

For use with single plane and Stealthram style intake manifolds.

Engines up to 409 Cubic Inches:

MPI36SB215HE – Set for Holley 36 lb/hr injectors, and stock type camshafts (up to 215 degrees duration at .050” lift). Ignition type set to GM Small Cap HEI.

MPI36SB225HE – Set for Holley 36 lb/hr injectors, and mild camshafts (215 to 225 degrees duration at .050” lift). Ignition type set to GM Small Cap HEI.

MPI36SB245HE - Set for Holley 36 lb/hr injectors, and performance camshafts (226 to 245 degrees duration at .050” lift). Ignition type set to GM Small Cap HEI.

Engines 410 Cubic Inches and larger:

MPI48BB215HE – Set for Holley 48 lb/hr injectors, and stock type camshafts (up to 215 degrees duration at .050” lift). Ignition type set to GM Small Cap HEI.

MPI48BB225HE – Set for Holley 48 lb/hr injectors, and mild camshafts (216 to 225 degrees duration at .050” lift). Ignition type set to GM Small Cap HEI.

MPI48BB245HE - Set for Holley 48 lb/hr injectors, and performance camshafts (226 to 245 degrees duration at .050” lift). Ignition type set to GM Small Cap HEI.

JIM

I was just looking closer. What about the Mpi4 or 5? You might have to fill in some of the details.

JIM

P/N on the injector is 01D111B also states 32lb/hr
How much can I change of the fly if it is running to lean on the dyno during cam breakin or additional changes before starting. If this goes sour during breakin I'm screwed period and seriously will not have coin to replace pistons and such.

What I was also looking at was additional mods done on the engine and the added flow of the heads and intake now. I know a twin engine with ported stock iron heads made 450 hp 450 tq with a 750 vac holley and RPM manifold. The Pro 1 heads stock flow way more then any iron head ported and with the additional porting of heads, intake and 1.6 rockers no comparison. Does the duration of this cam appear out of line with this combo for some of the maps?

It would be nice to find out what a Desktop Dyno would ballpark this combo at so I have a better idea. Initialy we shot for the 450 range with iron heads and carb then I stumbled across these heads and EFI setup and that should blow past the 450# now.

Use the 383sb30 and add 5% to the entire map using cell action. Save the map and load it into the ECU. You'll need to power cycle the igntion to load it to flash memory. You can change the fuel map "on the fly" as rich or as lean as you wish...it happens instantly when you make the change. You didn't mention if you are using the wideband O2 upgrade...you really should be.

A quick method of tuning is using cell action for multiple cells or hold ctrl or shift key and arrow up/down while your in the cell. This will change the value 1x or 5x instead of typing a number.

Was told I have the wide band and supposed to be compatible with controller.

Any guess on HP & TQ with this combo? Was told the Stealth Ram loves to make power from 3500 and up and always does better then what you expect on even stock engines.

You need to verify the WBO2 info...if it's a Holley wideband the default voltage curve is ok...if not you need to **be sure** they are correct.

Shouldn't be a problem making 450/450 but that's a guess. Stealthram isn't a real long runner intake so...it tends to do well in the mid/upper power. On a stock L98 it'll bump 40hp up top but...not suprising considering what your swapping out (TPI). It's a good fit for your combination.

What Dennis said. Your engine is more aggressive than the one the 383sb30 base map is based on but your injectors are larger too. Bump the whole fuel map like 5% and keep an eye on the WBO2 during fire-up and initial warm up. You can highlight whole sections of the map and change all the cells together. The keyboard shortcuts Dennis mentioned are a quick way to change stuff too.

If you're not comfortable manipulating the map try practicing it. you can have any number of base maps, do a 5% rich one and save it off with a name that includes 5 so you can find it quickly. You can always go back to it or the factory one.

I set mine up on the living room floor with one of the SLA burglar alarm batteries, dinked around with it till I felt like I knew it a little.

Thanks for the info, to say I'm a tick gun shy on this is an understatement. Now I need to get the schedules set for the Dyno.

Well thanks once again to all for the help a=on this little fiasco. I finally got it on the dyno yesterday and with minimal sleep that is not the place to be.

We got there at 9:00 and had nearly everything connected by 10:00 including the Hey we need another hot wire for this and grounds for that issues poping up.
Went to check timimg and had no spark, since this was a used system it was a long process on the clock and wound up swapping out coil and dist to get it running.

After cam breakin first pull was not made until 12:45 and even starting with 5% richer this thing was still lean. Dyno operator and Jeremy who came along to tune on the PC just took forever trying to work up RPMs and tune. They had all of us watching A/F reading on 2 seperate meters making sure this was not going to go lean. After countless runs remembered we still needed to check the timing again and played with 4 degrees.

When all was said and done final results came in at 450.2hp @5600 and 464.7TQ @4600 was hoping for more but I'll take it. Idle was 800-850 and would start instantly with excellent throttle response at whatever RPM it was tested from.
When it finally goes in a car it will still require even more tune on the laptop.

Thanks again for all your help on this I was nervous to say the least.

64duece said "Shouldn't be a problem making 450"

Davesietz then followed up "When all was said and done final results came in at 450.2hp"

Who needs dyno results when we have Dennis' accuracy to within 0.2hp!!! :)

64duece said "Shouldn't be a problem making 450"

Davesietz then followed up "When all was said and done final results came in at 450.2hp"

Who needs dyno results when we have Dennis' accuracy to within 0.2hp!!! :)

So I wasted a day at the Dyno and all I had to do was take his word?

Great to see you got it running well. I would love to see it with some more lift and maybe more aggressive cam. I would think a *normal* single plane and EFI would bust well over 500HP easily with a little more cam.

But it's going to be a heck of a lot of fun!

JIM

I throw one heck of a lawn dart.....anyone in for a game? LOL

Those are respectable #'s and as Jim pointed out...there's likely something left in the cam...given it's short lift. Sounds as though it idles well at 800-850...I'd say it's a win to have a decent idle, driveability and 450hp on tap ;) Good Luck!

I'm sorta thinking you might have messed with one or two of these in the past huh????

I think it will run good. I mean even a stock LT-1 will get into the 12's with some traction. My old '94 6 speed Vette ran 13.20's in 100* heat on stock street radials with 140K miles on it- literally dead stock. I've seen these things really scoot! This is going to be a fun sneaky motor!


JIM

Well it is going in my station wagon if I can ever get it done. I have an entire C4 suspension front and rear that will be the drivetrain with the 700r4 and I need to change to 3.55 rear gears. With this engine I hope I really don't need to get to crazy on convertor so it will launch good.
I really wanted more power but my wife will also drive it, if it is to radical in traffic I will never hear the end of it.

Hey once again thanks for your help to say I was scared of this melting down on the dyno was an understatement.