Good morning everyone,
I posted this in the SBC/BBC forum but have gotten zero responses, so I thought I'd try here, not LS but SBC but still FI.
I good friend of mine has a 79 Malibu with a rowdy 388 stroker SBC.
He's got a tunnel ram on it now but he saw the turbo setup in my 99 Camaro and it has him thinking....
He's running the typical MSD ignition setup and dual carbs.
What would it take for him to go EFI and turbo?
His compression is a bit high at 10.5-11:1 but he has nice aluminum heads on it and he's not looking to break records, its more of a show car/cruiser but he would like to make some more power.
Pump gas is really all that's available around here and he's good with throwing some race gas in the tank to turn it up some for dyno days.
He can handle fabbing the hot/cold sides, its the EFI part that's the question.
He's open to moving to the Holley High Ram with a single TB which I told him would greatly simplify things.
What about harnesses, cam/crank sensors etc.??
Thanks!

 

what year SBC?

there are over 7 "itterations" of the gen 1 SBC.

most used the dizzy for the cam sensor and the 1996 and later vortec blocks have a cam sensor in the front cover and a 4-tooth reluctor wheel between the damper and the crank land.

 

Not sure on the year but it's definitely an early SBC using a standard distributor for spark control, I'd say late 60's to mid 70's platform/block, not an LT for sure.
I was thinking a dizzy would be the easiest way but was unsure if that would work to convert to coil on plug?

 

I think for full sequential efi you will need a crank trigger and a cam sync. The cam sync takes the place of the distributor. I think turbojohn has some old videos about his setup doing it. He used an hp ecu, and switched to a dominator I think. I'm sure there's other videos explaining it also on youtube

 

Efi connection has some decent kits that replace the timing chain and cover to get a reluctor wheel for cnp ignition.


I already had a good timing setup on mine, so I went the holley route. I have the 36-1 crank wheel kit, #85141 cam sync, and smart coils setup.

Since I have a hp ecu running the efi, it controls the ignition too. I did have to space the accessories a hair to fit the crank wheel.

I liked the Holley kit better anyways because it has a larger diameter wheel, (less likely to lose signal at high rpm) and billet cam sync w/ .500” shaft.
(The “vortec” distributor has an odd shaft diameter that finding a good cam gear for was difficult)

 

Holley Sniper says it's boost ready...and lotta $$$$ for just a few pounds (6 max ?)

Down side...depending on where he's at now...
* Supports up to 650 hp naturally aspirated or 575 hp on boost with four 100 lbs.-hr. injectors

 

Just dont use the dual sync distributor, those things have a crazy failure rate.

 

My friend did this to his 406 sbc with a proflow I ported to match his AFR 210 heads and added some ls9 injectors to run e85 also. E85 only made 10 hp so nothing crazy. He used the 1x distributor as mentioned above, a external crank wheel/trigger and Holley HP. With a built 700r4 the car has gone 11.29@120 with no engine changes other than the intake manifold and COP (no distributor so it looks like LS lol). The old 750 carb setup with a rpm air gap and MSD went 11.6@116 or so. It's ready for a turbo if he runs e85 due to compression, but he is worried about the old stock 400 block which I can see given the power it makes NA.

 

I was going to mention that, they also have 1 with 8 injectors that can do 1250hp iirc. Not sure if the sniper2s have this. But the op mention coil near plug ignition and the sniper system still use a distributor.
I put a sniper stealth on our 396 chevelle and used holleys dual sync distributor. Havent had any issues with it, but its NA. For turbo or centrifugal blower applications I think sequential port injection is the ticket.