That looks interesting. I read the instructions. They want you to mount it so the sides of the sump are 1/4" away from the top of the tank, then drill a 3/8" hole on either side of the sump, up 1/8" from the lowest point in the tank. They want the sender to be mounted away from the sump box so it doesn't interfere. The two 3/8" holes drilled in the sump are the secondary source of fuel, and the return (3rd bung on the sump) is the primary source of fuel to fill the sump. Seems like two 3/8" holes is a little small to me, but I'm no engineer.

For the first gens, not sure how well it would work unless it can be mounted far enough back to not interfere with the factory sending unit...or one can either offset mount the sump, or offset the sending unit as well. I guess if you're cutting a hole that big in the bottom, probably not that much more work to move the sender mounting ring on the topside as well.

One thing I didn't see mentioned was;

I returned my fuel back into the fuel fill tube. It unbolted from the tank, I welded a steel AN fitting and returned it back into the top of the stock tank.
Just like filling it up at the gas station. One thing for sure, you don't want to pickup fuel from one of those weld in sumps and return on the other side. We have had a ton of problems drag racing with the sump set up wrong this way getting air bubbles sucked into the fuel pump.

Now the supply, you need a better sump. On my stock 66 Nova wagon, I used the stock line to feed the engine and you can hear the pump pickup uncover when it gets below 1/4 tank and a hard corner but it still drives just fine. It's not a race car just a stock 283.

I personally saw a 572 GM crate engine on the Dyno at Fast that made 600hp give or take. They ran 60psi fuel pressure and it was correcting the fuel 30% at then end of the run. I am sure the next run it wouldn't have been so bad. They recommend the aeromotive pump upgrade above the 500hp. That is about all one of the walboro pumps are good for. No one here has talked about the Magnafuel pumps, they are about the best for electric pumps I believe.

As for Fast copying this, don't think so, this is just a dumbed down version of what they already have had for years. An EFI system that uses closed loop fuel to correct the VE table. Nothing new here. 4 Injectors in one throttle body? New? Accel has also had that for years too. Retrotek is new on the EFI scene, if anyone copied anyone it's them.

I know the Fast software engineer Lance has been working on this for at least 2 yrs, Fast contracted someone else to do the EZ EFI but weren't happy with what they got so Lance took what they had and rebuilt the software to work.

Now they are back to work improving the XFI software with new features.

I posted up a thread on the results of using the FAST EZ EFI Multiport harness and ECM on here...

My motor is a 406/408 - in reality it's a 407... LOL
8 Stack Imagine Injection
Inglese 8 stack intake with common plenum
Dart Pro 1 aluminum heads - 180cc
Forged crank with Honda rod journal
Crane - HYD roller - 230/236 - 112* LSA
36 pound injectors

Installed the FAST EZ EFI - and answered all the questions in the setup... set the TPS - Motor fired in nano seconds... and idled... I adjusted the butterflies using a manometer... and by the time I dialed those in - the motor was getting happier and happier... you could hear it learning and dialing in the VE's... Set the timing... she got happier... started to add some loading - and some rpms - held until we saw better A/F's... added some more rpms - watched and heard it learning... varied the rpms... every minute it's sounding better.... 35 minutes of this - and she's singing a sweet angry song... instant throttle response... time to make some upper rpms...
Add some load and boost the rpms up --- again you just hear it dialing in... god this is FUN I'm thinking.... okay -- 45 minutes or so into it.... we giving this SBC some load... and winging it into the 5000's.... A/F's getting better and better... right on target....

Stop - diddle with timing... adjust the idle better (lower)... check the cleanable oil filter... SWEET -- nothing there... oil and a little bit of shop rag... to be expected..... Time for some real fun.... Whop whop whop the thing really has insane throttle response.... Wing it to 6000.... NICE NUMBERS on the first pull.... wing it wing it - Load and pull.... better numbers... and the A/F's are spot on now.... a little lean at peak tq.... ALL STOP -- bump the fuel pressure.... 45#'s now... set total timing at 34*... Fires INSTANTLY - like a new car.... WOW! Idle is dead on... sounds nasty and crisp as hell... great compression and I'm really happy with the cam choice! Power pulls -- several in a row -- with some cooling time... and some messing with total timing... these pulls are overlaying one on top the other - steady linear power... Time to pull out some timing for "****z and giggles" I'm telling the dyno operator - I think she'll run better at 32 than 36... he disagrees with me - but it's my motor - we pull power at 36* then bump down to 32* -- it lays better torque and hp at 32* (chock one up for me)... they're gaining some respect... LOL --- I've done this dance more than a few times.... Anyway -- the net result of 550 TQ and 525.4 HP - with itty bitty 180 cc heads.. and a decent but not nasty cam.... I'm absolutely jacked to the moon with the FAST EZ EFI.... NEVER have I seen anything so dang EZ! This is a total winner in my book. :cheers: :cheers: :woot:

Ok you convinced me...haha

This was the best damn sales pitch ever...hahaha :bow:

Dave ---

Wasn't meant to be a sales pitch! But I can tell you -- after messing with EFI stuff for 10+ years now... this stuff is FANTASTIC. Honestly. A lot of EFI "messes" are newbie install issues... and some of the problems are "paying for the tuner to learn and go to school on your motor".

With this EZ EFI from FAST... it was so simple a caveman could do it. Not sure how a guy that can read - could mess it up. Half the wiring my Accel Gen 7 has/had.... Super easy instructions... and I'm running an 8 stack -- which is supposed to be "messy" to tune. I can tell you from experience -- it IS NOT messy to tune... and it's even easier using this new "self learning" system. The motor NEVER ran better... EVER. Once the throttle bodies were dialed in -- which took a few minutes to get them right on the money... it was all "sit back and watch and have fun".

The key is -- a good vacuum signal to the MAP sensor... (in other words -- no T's and nothing else running off that line!)... No header leaks (which introduce air causing the O2 sensor to read wrong).... Having a good fuel pump and pressure regulator. Good ground and power source to the ECM... no messing around here! They've got to be GOOD. AND #1 ---- a CLEAN tach signal. They recommend coming right off the MSD box Tach signal. Which is the way I ran it. Also -- DO NOT locate the ECM near/next to the MSD box! The signal can cause interference.

Fire it off -- and she'll start humming.

I have a Edelbrock Carb intake for my LS6 that I'm going to run in my '37 Ford... was going to just keep it super simple... NOW I'm going to run an 8 stack on that LS6 and this EZ EFI... :woot:

I deal with David Page at FAST quite a bit and we were talking about this out at SEMA last year when I was first looking at this system. He said they had him go in and set up an XFI system on the 572 and he spent about 4 hours getting everything setup and dialed in and pulled a solid number he was happy with. He went to lunch and they pulled off the XFI- stuck on an EZ EFI and in two pulls hit the same peak #s.

XFI has always had a "self tuning" feature. If you are centered in a cell on the VE table and hit L it will self adjust per your W02 reading vs your target air fuel. I've messed around with it a little bit but I've had better luck making manual adjustments. Apparently they've found a way to make it automatic.

I posted up in the other EZ EFI thread about the first one we are in process of doing and with the limited driving we've done so far I was really impressed with how fast it sorted out WOT. We're finishing up some suspension work on it right now but I'm planning putting some miles on it to see what it does for drivability. I'll let you guys know!

Here is an example of combining the EZ EFI with a Stroked LS Engine. Obviously it will support more than 550HP as advertised. These numbers were obtained after only a few dyno pulls for it to tune itself. After driving, it should get better. Can't wait to drive it!



Check out my build thread for more details!

Enjoy!

Very nice man....I am hoping for mid 500s....shoudl have no issue getting there with this set-up.

Dave

I wonder if they plan to make a EZ-EFI that would support 650+ HP??

I think they have a quad system option that addresses that.