Converting Marine Engines to EFI

Posted by Chris Myer 07/29/15 17 Comment(s) Custom EFI Configurations,

Converting Cabureted Marine / Boat Engines to EFI

From time to time we receive phone calls from individuals who are interested in converting their carbureted boat motor to fuel injection. And who can blame them? Fuel prices at the marina are usually about a dollar a gallon more than at the local Racetrac/Wawa/wherever, and even more if you wisely opt for ethanol-free fuel. Given the traditionally poor fuel economy of carbureted marine engines, we feel your pain.

Coast Guard Certification

The first thing to consider here (if you are in the USA) is US Coast Guard (USCG) Safety Approval. Other countries likely have simmilar approval processes for marine engines. USCG approval is certainly worth careful consideration, as being on a boat that catches on fire is even more serious than being in a car that catches on fire. In the case of the car, you can generally get out and walk (run?) away. Not always the case with a boat. Even if you are the sort to sort of shrug off safety regulation, consider that if there is an accident that results in a loss and an investigation, failure to follow applicable USCG regulation could result in either financial or legal liability, not to mention the rejection of insurance claims.

When the Sniper EFI System received USCG approval at the end of 2018 this presented some hope for boat owners.  Previously, none of Holley's throttle body injection (TBI) systems, such as the Terminator EFI were USCG approved (even though the HP and Dominaor ECU's themselves are.)  Similarly, no multi-point fuel injection (MPFI) systems existed that were USCG approved.

Even though you now have the USCG-approved Sniper EFI System as an option for your new EFI System you're not quite out of the woods yet. To my knowledge, there is no aftermarket EFI fuel system suited to fuel the Sniper EFI system that exists on the market. (If I am incorrect I heartily invite your comment at the bottom of this article!) Since your existing low-pressure fuel system is not going to work with the Sniper EFI System this puts you in the unenviable position of choosing between USCG compliance or EFI.

Wet Exhaust Manifold Issues

Some of the landlubbers who are reading this may not realize that many inboard engines utilize what is called a wet exhaust, pushing the water from the engine block into the exhaust and then back into the lake/river/sea on which they float. You shouldn't feel too bad about that lack of knowledge, because many boat owners either don't realize that the moisture present in their wet exhaust manifold will kill the wideband O2 sensor required by an EFI system.

Fortunately, it turns out there are some options. One comes in the form of a Marine O2 Sensor Adapter from the folks at Howell EFI. The adapter does require the removal of the manifold and some machining but it allows the O2 sensor to be placed into the exhaust flow but protects it from the water exiting the block. Howell indicates that this adapter was designed for the Chevy type Mercruiser manifold but that it should work on any similar marine wet manifold. Visit their website for more details.

It would cost considerably more but a second option that would have added performance benefits would be to switch to a dry manifld such as the headers available from Custom Marine, Inc.  This requires a considerable additional investment but as long as you're doing things you're not going to do them half-way, right?

A third option would be to run your EFI system without an O2 sensor at all.  There are drawbacks to that (as your tuner can explain in more detail) but it is doable, provided the system is correctly tuned initially.

Unique Tuning Requirements

Having selecting USCG-approved components, and sourced your O2 sensor adapter, there is but one more challenge--tuning.  Most of Holley's EFI systems provide a Setup Wizard that builds a base configuration file that allows you to start the engine and operate the vehicle.  From there, the idea is that it will self-tune to the requirements of the engine.

While these base maps are generally quite good for cars they are going to be pretty far off in the case of marine applications. Why? Because the fuel maps are built on a speed-density (ie, engine RPM versus manifold air pressure) fueling strategy. It turns out that the loading generated a propeller in the water is significantly different than wheels on pavement, so much so that the map has to be tuned differently. This doesn't mean it can't be done. It doesn't even mean that you can't do it. It just means that if you are thinking you'll install this, crank it, and pull away from the dock with complete success you might be in for some disappointment. If you've done some automotive fuel map tuning before, you can likely overcome this challenge. If this is a first time effort, find a tuner in your area with marine experience. Yes, this is going to be an added expense, however, it will help guarantee your success.

In the event you decided earlier that you are going with the Sniper EFI System you will not have the requisite tuning capability by simply using the included handheld tuner.  While those work great on an automobile, you likely won't begin to get these marine installations setup with a handheld.  However, advanced  tuning software is available for the Sniper EFI System that allow them to be tuned by a competent professional with experience tuning marine applications.

A Quiz? Seriously?

Yes! If you're thinking that you've read everything above and are ready to toss the carb on your marine engine then take this handy quiz to make sure!

Q1. Do you understand that no USCG-approved aftermarket EFI fuel system (including fuel pump, lines, filters, adapters, and hose ends) exists, that installing unapproved components on a boat will make the boat out-of-compliance with USCG regulation and could result in financial loss and legal liability (and that you release us from any liability by proceeding)?

Q2. Do you also recognize that the O2 sensor that is required for closed-loop operation will not survive in the "wet" manifold used by most marine engines, and that to install a device to protect the O2 sensor from this moisture may require the removal, machining, and replacement of the exhaust manifold?

Q3. Finally, do you also recognize that the self-tuning feature of the Sniper EFI may not result in an acceptable configuration for your boat and, as such, may require you to seek professional tuning?

Join the discussion below or click here to read more custom EFI configurations

17 Comment(s)

Bruce Seaton:
01/8/16, 11:46:55 AM
Reply

Is Holley working on a complete marine package or planning to in the future?

Chris Myer:
09/28/16, 07:11:52 PM

Sadly, no. I wouldn't say "never", but the last time I asked that specific question I was told it wasn't anywhere on the horizon. I recognize that it would be an absolutely tremendous investment, but based on the overwhelming response we get to this post I am pretty confident that the market is there.

Douglas Cline:
04/10/16, 10:03:18 AM, broolinmillwork.com
Reply

Hello Chris,Ontario's boating season is about to launch for another year.Do you have any good news to add to your above article, any new marine friendly TBI products?In '08,I installed a Holley 21-700 TBI with the o2 mounted in the manifold to Holly specs. The new throttle response was significant,fuel saving and gave me a turn key cold start.Still I can't have an idle speed under load and a turn key warm start. The engine floods and it is embarrassing when leaving a lock. I am looking for a TBI with full sensors, mainly atmospheric for Sept and Oct and a Idle Air sensor for warm starts.I welcome your thoughts.Regards, Douglas Cline

Chris Myer:
09/28/16, 07:12:53 PM

Sorry for the late reply, Douglas. It looks like another season has come and passed by without the answer you wanted on this.

I am impressed that you made the leap into marine fuel injection but you have experienced the same problem that everyone else who has tried this has faced. Idle and off-idle performance (particularly as the engine goes into gear.) I don't have enough experience with marine applications to know exactly what it will take to solve this. I do believe that the Holley EFI ECU's have the capability to be programmed to work in this application, but have not yet found anyone who has tackled this task and been fully successful.

If you (or anyone else) does make some progress on this, please reply here and let us know what works. Thanks again for writing!

Marc L:
09/28/18, 07:07:30 PM

I installed one also on mercruiser 260 hp. The problem is with the Holley computer when you turn on the key......it squirts a prime for a split second. It does this every time.....when you start a warmed up engine, its too rich and starts poorly without throttle. If this could be disabled it would be much better.

Chris Myer:
10/5/18, 03:32:28 PM

Marc, you don't mention which system you installed but the Holley systems are fully configurable. Everything about the fuel prime shot can be adjusted. But this also makes me wonder what you did for the O2 sensor. If you're not running one (or if you are and the water has killed it) then it is not surprising that you are running rich. The bottom line is that trying to run EFI on a marine engine is not something you can do as an afterthought. You need to intimately know the system you are using, its capabilities and limitations, install it correctly and have it tuned with someone with experience specific to marine applications. Anything else is going to be a frustrating recipe for for failure.

Marc L:
10/6/18, 09:46:32 AM

Its the Holley Pro Jection TBI mentioned by the above poster. I installed it without O2 sensor, adjust on the fly. Prime cannot be adjusted on this old unit. It only runs rich on start up for a second due to the prime, after start it runs great. Master ASE tech since 91.

David:
10/22/22, 02:02:04 PM

Yes, this is an old thread, but it's an old unit. When problem-solving this type of issue, consider when and how you could use a work-around. In this case, the prime shot is good for cold, but too much for warm. One example of a direction could be an adjustable timed delay-on injector-power relay in the injector power feed wire, delaying 1-second after key-on or whatever is necessary to bypass the prime shot time, only. No prime, but a second later it's ready to crank 'normally'. Tune the delay relay timing to just miss the prime shot.For cold starts, a simple push-button or switch "choke" override to power the relay during prime would provide it. Yeah, it may sound hokey to some, but is just one option to solve the issue where you are and with what you have. Newer ECMs have all the options to configure these functions. These types of adjustable on-delay timer relays are on sites like Amazon for less than $10 up to $15. Good luck!

Dan:
06/1/16, 07:08:47 AM
Reply

Ref: https://www.holley.com/products/fuel_systems/fuel_injection/sniper_efi/I heard of the new Sniper EFI from some chatter on OffshoreOnly.com. I am in the middle of a repower of twin BBC 481, mild cam which will need to be recarbureted. The new Exhaust manifolds will have wideband O2 bungs for tuning. I am considering the Daytona Sensors Ignition module. The plan is to 'learn' a fuel\Timing curve with a closed loop. Then operate open loop with a fuel map\Timing curve.I am interested in the capabilities of the Sniper product (4 injector) in a Marine application.. - The sales brochure refers to Integrated Ignition Timing Control and Coil Driver. Can more detail be provided? -- I particularly like the Daytona Sensors Approach to the Ignition Curve.- Are you pursuing Coast Guard Certification for the Sniper_EFi? - Do you know of a Carburetor Builder who has addressed the Coast Guard certification issues with the Sniper EFI?

Chris Myer:
09/28/16, 07:23:15 PM

Sorry for the late reply. As I have since added above, the Sniper simply isn't going to be the system to use to tackle this problem. It's hallmark is its simplicity--but in this case it is also it's shortcoming. For this you need a system that can be fully programmed to the extent of the Holley ECU's capability. While the Sniper has an absolutely outstanding internal ECU, the current model does not offer any laptop programmability. What you are able to accomplish with a Sniper is done exclusively through the setup wizard application on the 3.5-inch handheld.

The Temrinator is designed to be set up with it's own setup wizard on the same 3.5-inch handheld display--but since it has a stand-alone ECU, it can also be fully programmed via the Holley laptop software. So there is at least some probability of success. However, overcoming that whole idle/off-idle transition (mentioned above) is going to be the challenge. Let me know how I can be of assistance.

Al:
08/17/17, 10:38:47 PM
Reply

I have installed the Holley hp efi MPFI on my twin inboard mercruiser 350ci 270 hp. I am just now ready to do the tuning this weekend. I will be calling around to see if I can find someone to help that has experience. Thanks for the heads up. I will let you know what happens.

Chris Myer:
08/18/17, 05:16:59 PM

That's great--we look forward to your results!

James Carlisle:
06/20/18, 10:33:59 AM

Any word on this? looking at doing the same.

Chilson:
07/8/19, 11:45:41 AM

I have also installed a sniper system on a 350 Mercruiser and was wondering if you have done any tuning on yours yet?

Chris Myer:
08/14/19, 02:24:54 PM

An update from Al:

After installing them I used the auto tune program on the Holly HP V4 software and they are working great. I have not gone back in to try to fine tune them. What I installed on the motors was the Holley HP 19lb Holley Injectors the Holley 522-198 duel sync distributors with the MSD Digital 6A and the MSD Blaster 2 coils. The test run was great, they have never run so well even when they were new with carbs.

Donald Coulter:
02/16/19, 04:13:01 PM
Reply

I've got the Howell EFI adapter installed in the riser of some standard Inboard Manifolds and it works great. Right now I'm just using the AEM Wideband sensor to monitor Air/Fuel ratio but hope to use it in an EFI system soon

Chris Myer:
03/4/19, 01:10:55 PM

Thanks for the feedback on this adapter, Donald. If it's working to prolong the life of the sensor in the AEM Wideband kit then there is no reason to believe it wouldn't work with any other sensor.

Donald Coulter:
11/6/21, 10:57:47 AM

As a follow up, I ended up using an eBay type anti fouler elbow for the O2 sensor to try and get it out of the water in the manifolds. When I went to Holley HP, I found an adapter by Innovate that is designed to draw air out the exhaust stream and away to the O2 sensor. I installed the adapter and elbow so it's at an angle above the entry point. Only a few hours on the motor but so far so good. I'm using the NTK sensor

Mike Sutton:
03/28/19, 02:39:24 PM
Reply

I have a boat with twin 3.7 Mercruisers. Each engine has the Holley marine 2 barrel carburetor. The engines are rated at 170 hp each. I am interested in upgrading both engines with Pertronix Ignitor or Ignitor II ignition and the Holley Sniper EFI 2300 and the Howell EFI marine O2 sensor adapter. Is this a viable upgrade for my boat? Is this a good upgrade? Will I be able to control my ignition timing with the Sniper? Will I be able to run both systems off of one fuel pump? Do you recommend in-tank or external fuel pump? Do you offer a USCG fuel pump kit?

Chris Myer:
03/29/19, 12:34:32 PM

Other than the constraints provided in the article above I see no reason why this wouldn't be a great upgrade. I would back-burner the ignition control questions until you get the fuel injection working. Assuming that your current ignition works well with the marine carburetors it will continue to work well with the Sniper EFI System.

The fuel pump question is the tough one. i'm not aware of a universal aftermarket EFI fuel pump kit that is USCG approved. If you find that please let us know. I have a local customer with a pair of big blocks in his offshore boat that is eager to get started on this. :-)

Donald Coulter:
11/6/21, 11:08:15 AM

I started using OMC and Volvo Penta pumps for my conversion. Systems that were already designed for marine efi. In the end I ended up using a Fuel Control cell made by Pleasure Craft Marine for their 351W engines. It's a compact HP pump and cooler assembly. This was for MPFI. Follow USCG rules about materials and fittings

Gilles:
03/13/20, 04:43:56 AM
Reply

Great Article. I'm about to embark on the same type of project. I have twin 502 factory fuel injected Mercs and want to go to adaptive EFI. I've installed several of these adaptive EFI's on cars with great success. I want to remove the old fuel injected Mercruiser factory EFI on both engines because they have begun to be troublesome. I'll let you know how it works out.

AJ Ramos:
03/13/20, 05:42:01 PM

Thanks for the compliment--we look forward to your feedback!

Mick Coon:
03/28/20, 07:22:33 PM
Reply

I wanted to let you all know, I have modified a mercruiser Cool Fuel Gen 3 module(mounted on the engine) to provide fuel to a sniper. By bypassing the built in pressure regulator in the fuel module(allowing full flow and pressure), using 3/8” hard lines to/from the sniper to meet CG rules( no soft lines on the engine block)using the sniper’s fuel pressure regulator, This is as close as I can come to safe. The fuel module is self contained with water jacket cooling and contains the low and high pressure pumps.

AJ Ramos:
03/31/20, 05:03:11 PM

Thanks so much for the insight!

Adam Walker:
06/9/20, 09:16:25 PM
Reply

Hi all, i'm contemplating doing a sniper quadrajet swap onto my volvo penta 5.7 GL 2bbl holley motor in my 1997 cobalt 200 with the DP-S outdrive. Initially I was looking for the upgrade to a 4V holley 4175 carb, but this option has peaked my interest. This boat has a non-vortech motor with a 2 bbl gm intake i'll need to replace.(probably with the edelbrock marine 2506 intake). I am concerned about the O2 sensor consideration, but in the end isn't the carburetor situation open loop? Ideally I'd want the power plant running as efficiently as possible, but I'd sure like the benefit of EFI over carb. What I don't want to do is spend more money on the headers than on the fuel injection upgrade and new propeller set.

Chris Myer:
07/2/20, 05:21:05 PM

Precisely Adam. There is no problem getting this tuned and then running open loop. But you have to get it tuned.

Broc Luno:
07/15/20, 11:08:25 AM
Reply

Was in marine engineering for years. What I think a lot of folks are missing is correct tuning of their carburetor engines ...Most inboard systems I worked on were intentionally set up to run rich with minimal timing (mostly to get through the warranty period). I think installing a wide band O2 sensor in the manifold(s) is a great idea. Then having an experienced tech from a local dyno speed shop ride in the boat as you run the power up and down, making notes. Let him re-jet the carb (a wee bit on the fat side for safety) and reset the timing and try again. The boat underway acts very much like a water brake dyno ...I strongly believe that a well broken in engine in good condition can stand a much more critical tune w/o issues and deliver almost the same fuel economy as the proposed EFI conversion. The reason I say this is that nowhere in this discussion is the fact that none of these systems are are handling the timing on the fly. And it is timing that is equally critical to best performance and fuel economy. For the most part each engine wants a bit of its own timing set-up ...

Chris Myer:
09/8/20, 04:47:59 PM

Thanks for the insight.

Tom Sharpe:
01/5/21, 07:49:23 AM
Reply

IMHO, you boat owners with a 270HP 350 (or any other config) may want 350HP but upgrading it to that level will reduce or eliminate reliability. You really want a bigger engine. HP comes from torque and rpm and rpm breaks things and increases wear. Increasing efficiency is always a good idea. The Sniper will do that. Boats don't cruise at 60mph up and down hills. Most of you only need to tune 4 points, idling around the marina, part throttle - pulling the rope tight, 1/2-3/4 throttle - cruise, and YeeHaa - WOT. You will need an O2 sensor to measure fuel needs, but it could be tuned manually like in the old days. The spark must be manually tuned. As far as spark control, the Sniper will let you tune those 4 points, nothing else will. Once you have those points set, the rest of the map doesn't really matter, just make it look smooth/pretty and everything will be fine. Be sure to disable autotune and remove the O2 sensor before it dies. This doesn't apply to race boats. As always, your results may vary and batteries not included. PS, Once someone has a good 270/350 tune, everyone can use it. Good luck to all.

Brad Drewery:
02/9/21, 06:12:43 PM
Reply

Anyone ever converted a 1987 3.7L 4cyl Mercruiser engine to EFI. Currently has 2 bbl carburetor and mechanical distributor, mechanical fuel pump for 165hp. Thanks.

Brad Drewery:
03/20/21, 05:18:18 PM

My boat is still in winter storage. Have to replace head gasket. Have engine apart and head checked and cleaned at machine shop. Waiting for spring to put back together. Still trying to find more info on electronic conversion, only found Pertronix replacement for points so far.. What TBI, fuel pump, sensors and ECM computer are you using?

Tim Spain:
03/15/21, 10:57:04 AM

Wondering how you are progressing with this? I've been building a TBI system from GM parts to use on a 1987 Wellcraft with the Mercruiser 4 cylinder engine. Greatest struggle is the shift interrupt. I have not yet got it figured out.

Mike sines:
07/26/21, 03:03:04 AM
Reply

Anybody got a good 270hp 350 tune yet?I installed sniper efi on my boat runs good but feel like the wot should be better need to get the sniper controlling spark is my thoughts the old thunderbolt is either not great or timing wasn't right when I bought the boat but she runs great I just think this engine has more in it then I'm getting out of it at this time any tuning and timing advice would be great considering I'm awesome with carb n hei diet but new to efi and boat timing curve but not an idiot so I say

Joe Hatfield:
10/4/21, 03:46:39 PM
Reply

well I have installed the Sniper on my 460 KEM (Ford) marine motor. the motor has the following mods, Aluminum heads, Performer intake, Sniper and MSD ignition module. All I can say is it made a completely different motor out of the 460, 39 degrees out and starts within 2 revolutions power is super smooth throughout the rpm range (idle to 4100rpms 212 Hamilton with 4.0 turbo impeller) has about 6 hrs of learn time. Fuel economy went from 12.5 to 13.5 gph to 10 gph.

Joe Hatfield:
01/10/22, 02:10:26 PM

Well an update on the Sniper install. I have about 30 hrs on the unit and it just keeps getting smoother with every hr of run time. I have also picked up another .5 gallons per hr to about 9.25 gph. so far so good love the smooth power and easy starts

Arjan Beudeker:
01/11/22, 09:00:11 AM

I had questions on the suggested "Marine O2 Sensor Adapter" from Howell EFI (https://howellefi.com/product/adaptor-o2-sensor-for-marine-use/), but when I look to the pictures, I understand how it will work.

You have to one big hole in the riser, then you reach the cooling water, and one little hole in the next part of metal: now you reach the exhaust gasses. The adapter will be fastened in both metal parts so that no water will reach the O2 sensor. Thinking about this I think this will work very fine!

I myself will convert my 2 302's (Volvo Penta 5.0 l AQ231A) from carbs to EFI; I must find out everything before I start work on the engines, then I am satisfied to start.

The other thing I want to overcome is the fuel return line; my harbor master says that I can connect my fuel return line to my CAV (lucas) gasoline filter, it has 4 connection, now only 2 are used. Otherwise I have to check for a place in my gasoline tank to put the lines in.

Joe Hatfield:
11/20/21, 11:53:02 AM

This is the 02 sensor adapter I used. Go to the web site and it will explain the installation it is very simple and works well.

As for the rpm you are comparing to completely different animals (pumps). the Hamilton 212 pump is maxed out at about 4600 rpms, however it will provide about 10x the thrust that the berkly it is not as fast but haul much more load and work way better in white water. This motor would probably turn the berk to 6 grand and blow it out from a stop.

Motor dyno'd on a carb @389 hp @ 4700rpm and 497 tq @3500. I have not had it on the dyno with the sniper, but would guess probably about 400 to 410 hp and well over 500 tq.

I did use the holley pump that came with the sniper. I will change and be using an in-tank pump when I install the new 120 gallon tank this winter. I will keep the in-line pump for a spare.

Jimmie C:
11/20/21, 09:44:35 AM

Joe, where did you end up installing the o2 sensor on your setup? I’m almost at your exact same setup on a Redline 460/Berkeley pump but waiting to pull the trigger on the Sniper until I can pinpoint exactly where I can install the o2 sensor without the wet exhaust damaging it. Did you use the Holley fuel pump and have you had any issues with it? I really don’t want any issues on the whitewater lol

On a side note: I’m getting 4200 rpms at 5000’ elevation with stock heads. Are you holding your RPM’s back with the MSD for some reason? I was thinking aluminum heads would run it up closer to 5,000 rpm.

Nico van Jaarsveld:
10/7/23, 01:53:27 PM
Reply

Has someone used an Atomic MSD EFI on a Mercruiser (383ci SBC). Can I install the EFI and will it tune itself or does it still have the same drawbacks

Chris Myer:
10/7/23, 03:49:39 PM

The constraints and limitations posed here will pretty much apply to every aftermarket EFI system out there. Self tuning requires closed-loop feedback to analyze the air-fuel ratio after the combustion process has taken place. Most commonly, that is done with a wideband O2 sensor (certainly that is the case with the MSD Atomic EFI) and I'm not aware of any wideband O2 that can survive water in the exhaust.

Nico van Jaarsveld:
10/8/23, 01:45:18 AM
Reply

It was under the impression that the O2 sensor getting wet issue was sorted by installing an adaptor like the one Joe Hatfield has used in the above post. By fitting an adaptor like that the water is kept away from the sensor.What I would like to know is 1) How the EFI idling must be set up for to compensate for gear engagement? 2) Will it selftune to an acceptable level? 3) Will I be able to set up the Atomic 2 with the handheld supplied? 4) Will it work with a normal electronic distributor?

L Davis:
02/18/24, 01:59:16 PM
Reply

What many of you are missing...and what Chris has intimated...is most of these mods are not CG approved and as such are illegal on public waters. It is very common around here for the sheriff and his deputies to be inspecting boats prior to launch. They do a VERY thorough job. I would be shocked if it got past them here as they are always looking for mods. However, maybe a great stealth system would sneak by...but I would hate to spend all that money and have it flagged and never be able to put it on the water until I pulled it all off.

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