- Joined
- Jan 1, 2012
- Messages
- 8,535
- Reaction score
- 1,405
- Location
- Eugene, OR
- My Car
- 1971 Mustang Sportroof M code
I agree, if you take a carbureted engine with a lumpy cam and an LSA of 110º, or less, and convert it to EFI you'll likely lose horsepower as well as driveability and won't be happy with the results. I haven't looked up the specs on an LS, but I'll bet the LSA is around 115º.
I have an Adjust-A-Jet metering plate on my Holley that I bought years ago when I was driving at elevations that were from 100 to 7,500 feet above sea level. I could also lean it out for emissions testing. So, adjusting my Holley for altitude and air pressure changes isn't a problem. I'm still doing an internal debate about whether or not to go with a FiTech. I like the idea of being able to easily tailor timing curves more than fuel adjustments, which the EFI should take care of if properly set up.
The camshaft I am installing in my 408 Cleveland has an LSA of 115º, just in case I go with EFI. It still has healthy intake/exhaust durations. It was spec'd by Brent Lykins.
I have an Adjust-A-Jet metering plate on my Holley that I bought years ago when I was driving at elevations that were from 100 to 7,500 feet above sea level. I could also lean it out for emissions testing. So, adjusting my Holley for altitude and air pressure changes isn't a problem. I'm still doing an internal debate about whether or not to go with a FiTech. I like the idea of being able to easily tailor timing curves more than fuel adjustments, which the EFI should take care of if properly set up.
The camshaft I am installing in my 408 Cleveland has an LSA of 115º, just in case I go with EFI. It still has healthy intake/exhaust durations. It was spec'd by Brent Lykins.
