One upgrade you will need to make, though, is to an EFI compatible fuel system. You'll need a pump capable of providing the volume of fuel necessary for your power level and can also maintain the proper fuel pressure (normally 45 psi) at the injectors. A bypass regulator and return fuel line will also be necessary. The guys at FAST can help you with parts selection if you are not sure.

Programming the software is what usually scares most people away from EFI, and while FAST's C-Com XFI software has a large amount of capability built into it, once you start to break it down into its individual components, you'll be able to logically move through the system and you'll likely be amazed at the amount of control that you have. If you can tune a carb and a distributor and know how to read your plugs, you'll do fine with this software. If there is a trick to it, it's knowing what your engine needs in terms of fuel and timing throughout its rpm and load range.

At the heart of the software are three tables or "maps" that control the amount of fuel delivered at every rpm and load, the amount of timing needed at a given rpm and load, and a target air/fuel ratio table. In each case, the load level is represented on the vertical scale and rpm on the horizontal scale. Knowing how to initially set up each of these will put you well on your way to setting up your tune. Fortunately, FAST has a number of base maps to help you get started. It's really not any different from tuning a carburetor and a distributor; you need to know that you have safe timing and air/fuel ratios at the start so you don't damage your engine on the first pull. It's been said that you can be rich all day but you can only be lean once. That's good advice.

There are basically three ways you can tune your FAST equipped engine: on an engine dyno, on a chassis dyno, or on the street. An engine dyno will probably allow the most accurate tune as you'll have complete control over rpm and load conditions, and you can easily measure the results of any changes that you make. However, cold start, cold run, and accelerator enrichment settings may need to be tweaked some once you are on the road.

A chassis dyno is a real good place to put the finishing touches on an engine dyno tune, but it also works well by itself. If you are installing EFI on an engine that is already in the car, then this is the way to go. You'll be able to simulate real world driving conditions while closely monitoring your engine. You still may have cold start and run tuning to do because you need the basic engine tune in place first and it's unlikely you'll be able to let your car sit on the dyno long enough for your engine to go stone cold again.

Based on their experience (and probably that of your dyno operator) FAST will be able to help you get these types of settings close enough to get you out cruising.

Tuning on the street can be done, but you'll need a lot of patience and a buddy to watch the engine condition on your laptop. Running your engine through all possible rpm and load conditions is going to be problematic since there is no way to safely and legally make full power runs. Also, street tuning by itself is just not the way to get the most out of your EFI investment because there is no direct way to measure any changes you make. An hour's worth of time on a chassis dyno will pay instant dividends.

However you decide to tune your engine, you'll greatly benefit from becoming familiar with the software's data logger feature. Once activated, it will record all of the sensor data so that you can go back over an entire dyno pull and see moment by moment the information that's coming from up to fourteen different sensors. Essentially, you can "relive" any period of engine time in slow motion.