The folks at Summit Racing have worked with Ryan Lavacot of 2CarPros on several projects—a 5.7L GM LS, a 302 CID small block Ford, and an LS swap in a 1955 Chevy Bel Air.

Ryan is anything if not thorough, and covers each of these projects in a step-by-step, soup-to-nuts fashion so anyone that can turn a wrench can duplicate the builds.

The videos are worth a watch.

Nice car, isn’t it? Ryan bought a 1968 Camaro sight-unseen from a neighbor. Thankfully it was extremely solid and virtually rust-free, especially underneath. The car even had a running 327ci small block backed by a working Powerglide. Neither of those stayed put, as Ryan tore the Camaro down for a 468 cube big block and an FTI Performance 700R-4 transmission. The car was brought down to bare metal and sprayed in its original Ermine White color with a black RS stripe on the nose. (Image/Ryan Lavacot)

Ryan’s latest project was dragging his 1968 Chevy Camaro into the modern age with a Summit Racing™ MAX-efi 500 fuel injection system. The Camaro has a 468 cubic inch big block Chevy under the hood backed by an FTI Performance Level 3 TH-700R4 transmission. The engine has these upgrades:

You can follow both the 468 engine build and the Camaro project on the 2CarPros YouTube channel.

That’s awful pretty. Ryan is happy to report that the Summit Racing MAX-efi 500 fuel injection system works flawlessly. It eliminated his hard start and bogging issues, improved throttle response, and if his butt dyno is correct, added a bit of power. Those valve covers are Billet Specialties die-cast aluminum covers with engraved Chevrolet script. The tall-style covers clear roller rocker arm assemblies. (Image/Ryan Lavacot)

Back to the EFI deal. Ryan had hard start and bogging issues with the big block. He even had the carburetor set up by a professional tuner, but to no avail. Rather than tinker with the carburetor any further, Ryan got the MAX-efi 500 system. He used one on his small block Ford build and was thrilled with the performance, so the choice was easy.

This 2CarPros MAX-efi 500 system installation video covers all aspects of the process :

  • Holley Sniper EFI conversion fuel tank installation
  • Fuel system plumbing
  • Adapting throttle cable and transmission TV cable to the EFI system
  • The proper method of installing the O2 sensor
  • System setup and tuning

How did things work out for Ryan?

Splendidly—no more hard starts, no bogging, and much improved throttle response. His rear end dyno noticed more power, too. If that sounds like a great deal to you, a Summit Racing MAX-efi 500 fuel injection system should be on your vehicle’s to-do list.

2CarPros Camaro with Summit Racing MAX-efi 500 Fuel Injection Parts List

The Summit Racing™ MAX-efi 500 Fuel Injection System makes converting from a carburetor to EFI virtually a no-brainer. Capable of supporting up to 500 horsepower, the MAX-efi 500 features a four-injector aluminum throttle body that bolts to most four-barrel carburetor intake manifolds, and uses the factory-style throttle linkage. This photo shows everything you get: a throttle body unit with 66 lb.-hr. fuel injectors and fuel rails; MAP, intake air temperature and throttle position sensors; idle air control motor; self-tuning external-mount ECU; handheld controller with color touch screen; wiring harness; coolant temperature sensor; oxygen sensor with harness and bung; gaskets; and a dash mount for the controller. (Image/Summit Racing)
The MAX-efi 500 system requires a return-style fuel system. You can use an external-mount fuel pump and regulator, and modify the stock fuel tank for a return fuel line. Ryan chose to drop in a Holley Sniper EFI conversion tank. It’s set up with fittings for feed and return lines, a 255 LPH submersible fuel pump, a 0-90 ohm fuel level sending unit, and internal baffles to prevent fuel starvation. Just put it together and strap it in. (Image/Summit Racing)
Ryan used this Summit Racing LS Fuel Filter Regulator to keep the fuel clean and maintain the required 58 PSI of fuel pressure. Its bypass design has an inlet fitting for a feed line from the tank, an outlet fitting for the line to the engine, and an outlet to run a return line back to the tank. The filter-regulator should be mounted as close to the fuel tank as possible. (Image/Summit Racing)
Ryan plumbed the fuel system with -6AN Summit Racing™ Premium Nylon Braided Hose. The hose is lighter than stainless braided hose and features a FKM fluoroelastomer lining to eliminate fuel permeation and a strong braided nylon outer cover. Ryan also used -6AN straight Summit Racing™ Hose Ends and two -6AN to 1/4-inch NPT Summit Racing™ Adapter fittings to connect the hose to the feed and return line fittings on the fuel pump head. (Image/Summit Racing)
Author: Alan Rebescher

Editor, author, PR man—Alan Rebescher has done it all in a 25 year career in the high performance industry. He has written and photographed many feature stories and tech articles for Summit Racing and various magazines including Hot Rod, Car Craft, and Popular Hot Rodding, and edited Summit Racing’s Street & Strip magazine in the 1990s. His garage is currently occupied by a a 1996 Mustang GT ragtop.