EFI is leaps and bounds ahead of carbs. It is just maybe only a little bit better than a carb in these traditional aftermarket carb replacement kits. We can explore Correct fuel injection for your gen iv big block in a more cost effective manner. The first thing we need to figure out, The whole EFI conversion should be built around the inputs used for rpm, ckp, cmp positioning. For anything that should be considered worth the effort and cost to convert you want more than a dumb tach signal as the input. The best possible way to achieve this is with a camshaft sprocket with a tooth on it's forward face, a crankshaft reluctor, a timing cover, and a pair of sensors. This way the ecu knows where the crankshaft is and on on what stroke.

There is another way to achieve this. But it is not without it's own faults. When I was swapping my Honda to a high revving F20B engine and wiring in an AEM ems-4 I decided to dump the distributor and go coil on plug. For that application I achieved my goals with an AEM Engine Position Module(epm). It is the black puck below where the distributor should be..

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You can get this part for your bbc:
http://www.jegs.com/i/AEM/017/30-32...4&cadevice=c&gclid=CKSF8tPyv88CFZJahgodl6cCFg

It is still pricey but it will give you a 24x ckp and 1x cmp signal and maybe you can run a gm gen 3 ecu that you can tune with HPtuners. And have trouble codes to tell you why something is wrong, and have 2 detonation sensors to retard timing so your motor isn't eroding itself and pinging away. And have sequential fuel injection and coil near plug and even drive by wire if you aren't afraid of it. And all for so much less than even the fitech. Especially if you goto a self service junkyard and find a 1997-2004 gm v8 vehicle to grab the ecu harness and sensors/coils/ throttle body/ gas pedal off of.

This is the same idea as fast's dual sync distributor. The fault to this style is that once setup and running a timing light on the crankshaft will look like the timing is jumping around 5 or 10 degrees. This is because of the slack in timing components. which is why it is best to have a real ckp and cmp. But this is a mild thing and doesn't cause problems in tuning. Once setup you wont use a timing light but a laptop screen to see ignition advance, anyways.

 

OR you could use this engine position module with your megasquirt setup and just add features to it as you go. I think the both of those can be had for under a grand and with no labor involved. And you are only left to figure out throttle body, fuel supply and delivery and ect, iat, map, and tps sensors. which you will wait until you pick your controller to get so you know you are getting and transplanting in compatible parts.

 

How is the new Fitech stuff compared to the Megasquirt and Hollly?

 

The holley looks to be on par with the FiTech. setup for return style fuel injection and that is all there is to that. It heats up the fuel ya know. when you circulate it through the rail with the engine at temp, it sends hot fuel back to the tank. With the fuel pump receiving full battery voltage and the engine at idle the regulator is wide open and sending a lot of fuel back to the tank. Which is fine. It is far from the fuels flashpoint. But under boosted applications, sequential returnless fuel systems are awesome because they keep the incoming fuel its coolest and they spray cool fuel into the hot boosted air right before the intake valve right before and as it opens up and help to further cool the incoming aircharge.

With return style fuel systems after running for long enough the fuel tank temps are going to try to climb to near engine temps. This is the design of return style fuel systems and this is one of the reasons it is being phased out of the industry. Replaced with this solid state relay..

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And this fuel pressure sensor..

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Besides, not only does only having 1 fuel line look cleaner, it also costs half the price and takes half the time to setup. Oh and hey, the fuel pump that can now live at 30 or 40 percent duty cycle much of the time will probably outlive the engine. And you will never hear a pwm fuel pump whining. That annoying noise is a result of the motor spinning at its very max potential every second of its poor overworked life. The megasquirt will not only support returnless fuel systems it will also support flexfuel.

 

And the OEMs went with PWM pumps where they can control pressure without a regulator or return.