How much does EFI fuel injection cost?

Expect to pay about $1,800–$7,500 installed to retrofit electronic fuel injection (EFI) onto a typical carbureted V8, $900–$3,500 for a DIY kit and parts only, and $200–$2,500+ to repair or replace EFI components on an already fuel‑injected vehicle. Actual costs vary with engine type, parts quality, labor rates, and whether you need tuning, fuel-system upgrades, or emissions compliance. Below is a detailed breakdown of what drives the price and what you should budget in 2025.

What “EFI cost” can mean

Costs differ depending on whether you are converting a carbureted engine to EFI, building a custom performance or swap setup, or repairing an OEM EFI system. Clarifying the goal helps narrow the numbers and the parts you’ll need.

Typical prices in 2025

Retrofit EFI onto a carbureted engine

For classic cars and trucks, two common retrofit paths are throttle-body injection (simpler, replaces the carb) and multi-port (one injector per cylinder, higher performance). Here’s what the market looks like:

• Throttle-body EFI kits (e.g., Holley Sniper 2, FiTech Go EFI, MSD Atomic): $900–$1,800 for the core kit
• Fuel-system add-ons (high-pressure pump, regulator, filters, lines): +$300–$700
• Ignition control or distributor upgrade (optional but common): +$150–$500
• Wideband O2 included on many kits; sensors/harnesses usually included

These figures cover common V8 and inline engine applications; larger power targets or specialty engines can push costs higher.

Installation and tuning add to the total. Labor rates vary by region and shop type, but these are typical ranges:

• Labor hours: 8–15 hours for TBI; 12–25 hours for multi-port (intake off, injectors/rails, wiring)
• Labor rates: roughly $100–$160/hour at general/performance shops; premium specialists can be $180–$220+
• Total installed: TBI $1,800–$3,500; multi-port $3,500–$7,500 (including parts and labor)

Most street builds land near the middle of those ranges; add more if the fuel tank needs modification for an in-tank pump or if extensive wiring cleanup is required.

Custom or standalone EFI for swaps and boosted builds

Engine swaps, turbo/supercharged builds, or race applications typically use standalone ECUs and bespoke components. Budget for the ECU plus injectors, rails, sensors, wiring, fuel system, and dyno tuning.

• Standalone ECU (Haltech, Link, MaxxECU, AEM, ECUmaster): $900–$2,500+ depending on features (DBW, VVT, CAN, logging)
• Wiring harness/loom (universal or engine-specific): $200–$1,000
• Sensors (MAP, IAT, wideband O2, flex-fuel, etc.): $200–$800
• Injectors and rails: $250–$1,200+ (higher for large-flow or brand-name sets)
• Intake manifold/throttle body (if needed): $300–$1,200+
• Fuel system (in-tank pump/surge tank, regulator, lines, fittings): $300–$1,200+
• Dyno tuning (initial calibration, multiple pulls): $500–$1,200
• Total installed: roughly $3,000–$10,000+ depending on complexity and power goals

Direct-injection (GDI) engines, drive-by-wire throttles, variable valve timing, CAN integration, and emissions readiness increase cost and setup time. Port-injection add-on systems for GDI engines (for supplemental fueling) also add to the budget.

Repair or replace EFI parts on a modern vehicle

If your car already has EFI and you’re fixing issues rather than converting, costs are generally lower but vary with engine design (especially GDI vs. port injection).

• Port-fuel injectors: $50–$200 each; installed $200–$600 per injector or $400–$1,000 for a set on many 4-cylinders
• Gasoline direct-injection (GDI) injectors: $150–$400+ each; installed $800–$2,500+ for a set (coding and special seals common)
• High-pressure fuel pump (GDI): $300–$1,200 part; $150–$400 labor
• In-tank low-pressure pump/module: $150–$450 part; $150–$400 labor
• Fuel rail/regulator: $100–$400 part; $150–$300 labor
• Throttle body (DBW): $200–$600 part; $120–$250 labor
• MAF/MAP/O2 sensors: $40–$250 each; $0–$200 labor depending on accessibility
• Injector cleaning (bench/ultrasonic): ~$20–$35 per injector plus R&R; on-car cleaning: $80–$200

European GDI systems (BMW, Mercedes, VW/Audi) and some turbo models often sit at the higher end due to parts pricing and required coding or calibration procedures.

Motorcycle, powersports, and small engines

EFI conversions for bikes and small engines are less expensive than automotive systems but still require pumps, ECUs, and tuning.

• Basic small-engine EFI kits (single-cylinder): $300–$800
• Motorcycle EFI/ECU upgrades or conversions: $500–$1,500+ depending on cylinder count and features
• Dyno tuning for bikes: $250–$600

Availability and support differ widely; ensure the kit matches your displacement, charging system capacity, and intended use.

Factors that drive the price

Several technical and regulatory factors move the needle up or down on EFI costs beyond the headline kit price.

• Engine layout and power goals (cylinder count, boost, fuel type, target horsepower)
• Injection style (TBI vs. multi-port vs. direct injection)
• Electronics complexity (drive-by-wire, variable cam timing, CAN bus, flex-fuel)
• Fuel system changes (in-tank pump, return line, surge tank, tank baffling)
• Emissions and inspection compliance (CARB EO numbers for California; readiness monitors)
• Labor rate and shop expertise (generalist vs. performance specialist)
• Tuning time and dyno availability (initial setup plus follow-up refinement)
• Packaging and fabrication needs (brackets, intake swaps, exhaust O2 bung placement)

Planning for these variables up front reduces surprises and keeps the project on schedule and on budget.

What else you may need beyond the core kit

Many conversions require ancillary parts that aren’t always included in “master kits.” Budget a cushion for these items.

• Fuel tank modifications (in-tank pump module, return fitting, baffling)
• Ethanol-safe fuel lines and fittings (for E10/E85 compatibility)
• Upgraded ignition control or distributor, coil packs, or crank/cam sensors
• Intake manifold or throttle-body adapters; vacuum plumbing revisions
• Exhaust O2 sensor bung installation and leak fixes ahead of the sensor
• Heat management (fuel line routing, insulation, vapor lock mitigation)
• Electrical upgrades (relays, fused power, clean grounds, alternator capacity)
• Emissions hardware integration (charcoal canister, PCV, EGR if applicable)

A 10–20% contingency on parts costs is prudent for retrofit projects, especially on older vehicles with unknowns.

How to budget and choose a kit

A structured approach helps match parts and labor to your goals without overspending.

1. Define objectives: cold-start reliability, drivability, fuel economy, power target, emissions needs.
2. Choose injection style: TBI for simplicity; multi-port or standalone for higher performance and finer control.
3. Assess the fuel system: determine pump type, return/returnless layout, and line sizes; plan tank work if needed.
4. Confirm compatibility: manifold bolt pattern, throttle linkage, ignition strategy, sensor count, alternator output.
5. Price complete packages: compare “master kits” vs. piecemeal; include taxes, shipping, and tuning.
6. Select an installer/tuner: check brand familiarity, dyno type, lead times, and warranty policies.
7. Schedule tuning and follow-up: plan for a break-in check and seasonal adjustments if climate varies.

Getting written estimates that specify parts, labor hours, and tuning time reduces the risk of scope creep.

Real-world examples and ballpark totals

These scenarios illustrate where projects commonly land in 2025 dollars in the U.S.

• 1970s small-block V8 with TBI retrofit: $1,200 parts (kit + fuel system) + $1,200 labor = ~$2,400
• Classic V8 multi-port kit (Edelbrock Pro-Flo 4) with pump/lines: $2,800 parts + $2,000 labor = ~$4,800
• LS swap with standalone ECU, new injectors, in-tank pump, dyno tune: $3,200–$5,500 total depending on parts tier
• Turbo 4-cylinder standalone with flex-fuel, bigger injectors, full fuel system, dyno: $4,500–$8,000+
• GDI injector set replacement on modern 4-cylinder: $900–$1,800 installed; on some Euro V6/V8: $1,800–$3,200

Local labor rates and parts choices (brand-new vs. remanufactured, premium vs. value) can move these figures by 15–30%.

Bottom line and timing

For most enthusiasts, a throttle-body EFI retrofit installed by a competent shop falls in the $2,000–$3,500 range, while multi-port kits and standalone systems commonly run $4,000–$7,500+. Repairs to existing EFI systems often cost a few hundred dollars, but GDI components can push repairs past $1,500. Installations typically take one to three shop days, with tuning often scheduled separately.

Summary

EFI costs vary widely by goal and complexity: around $1,800–$7,500 installed for retrofits, $900–$3,500 for DIY parts-only kits, and $200–$2,500+ for common EFI repairs on modern vehicles. Your engine type, desired performance, fuel-system needs, emissions requirements, and tuner availability are the biggest price drivers. Build a complete parts list, include labor and tuning, and add a 10–20% contingency to avoid surprises.

How much does a fuel injection usually cost?

As mentioned, the average cost of fuel injector replacement can vary depending on several factors, such as the make and model of your vehicle, the severity of the issue, and your location. However, on average, you can expect to spend anywhere from $500 to $2,500 for this fuel injector replacement.

How much does EFI cost?

Generally, most of our EFI assemblies without a computer are in the $7200-$7400 range if it’s 100% complete and ready for startup. For a complete EFI conversion package including all the computer and other components, you will find yourself somewhere in the low $9,000 range.

What are the disadvantages of EFI?

The main disadvantages of electronic fuel injection (EFI) are its higher cost for purchase and repair, greater complexity requiring specialized knowledge and tools, sensitivity to poor fuel quality, and a higher number of components (like sensors, wiring, and the ECU) that can fail. Installation is also more complex and expensive, especially when converting an older, carbureted vehicle, and tuning requires specific software and expertise. 
Complexity and Repair

• Complex Systems: Opens in new tabEFI systems are electronically controlled and more intricate than mechanical carburetors, involving numerous sensors, a control module (ECU), and other electronic components. 
• Specialized Diagnostics: Opens in new tabThis complexity means that diagnosing and repairing problems often requires specialized knowledge, diagnostic tools, and software that not all mechanics possess. 
• Component Failure: Opens in new tabThe increased number of parts means there are more things that can go wrong, and a single sensor failure can cause the ECU to malfunction, leading to an unusable vehicle. 

Cost and Installation

• Higher Upfront Cost: EFI systems are generally more expensive to buy and install than carburetors, especially for retrofitting onto older vehicles. 
• Installation Complexity: Installing an EFI system requires a high-pressure fuel pump, fuel return lines, wiring, and sensors, which is a more involved process than installing a carburetor. 

Fuel Quality and Tuning

• Fuel Contamination: Opens in new tabFuel injectors are sensitive to contaminants in the fuel and require occasional servicing and cleaning, notes AutoZone.com. 
• Tuning Requirements: Opens in new tabPerformance tuning for EFI systems requires specialized knowledge, software, and potentially professional tuners, as opposed to a carburetor’s simpler mechanical adjustments. 

Is ACES EFI easy to install?

Install is fairly easy and straight forward. If your looking for simple do not use aces distributor/timing control it can turn into a pain.