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Re: 89 F-body ECU file = 89 Y-body ECU file?
I have the wp bypass restricted to 1/8", and a heater restrictor of 5/16" in
the 5/8" hose.
Then drilled a 1/8" in thermostat. Good 180dF thermostat and forget it.
Grumpy
> Ya , a bit.,, not so much the iat as much as the cts. Think it was more
to
> do with the alum heads as they require less enrichment it seems. Had to
> bring the turn on temp for the fan from 108 to 100 and turn off at 101 as
> there was some major over shoot with the large rad. Fan would turn on at
> 108 engine would creep to 120 before falling to 100 when fans would turn
off
> but continue to fall to 90.... Puzzled me with that temp was lower than
> thermo stat but there must be enough in heatercore bypass and wp bypass to
> bring it down. Now temp gauge does not move wether fans are on or off.
>
> Also change the spark amount quitea bit and pw a bit for ct again, might
> be due to my setup.
> Mike Rolica
> Meridian Magnesium Products
> Strathroy, Ont
> Ext. 260
>
>
> -----Original Message-----
> From: nacelp [SMTP:nacelp@bright.net]
> Sent: Friday, March 10, 2000 3:13 PM
> To: gmecm@diy-efi.org
> Subject: Re: 89 F-body ECU file = 89 Y-body ECU file?
>
>
> Well, you can get MAFs to go way past the 255 but that is
> with the newer
> ecms.
> But, they get all the more expensive.
>
> On a different note. Do you wind up moving the IAT, CTS
> corrections around
> much?.
> Grumpy
>
>
>
>
> > Ok if you want me to elaborate.... Map sensors are
> cheap..... maf are
> > expensive.... Really expensive. On a rump rump cam maf
> sensors give
> erratic
> > readings more so than map.. map you can dampen. On mod
> engine as mine,
> maf
> > would only read to about 2800rpm where it maxed out (255).
> Map is
> > unlimited. Maf is bulky and takes up room in intake
> track.
> > For emp evidence. Maf @ 400cfm there is a press drop of
> 4 in h2o. so
> > fairly restrictive @ 500cfm pd is 12.5in h2o. (This is a
> gutted and ported
> > maf) A stock maf should be worse.
> > From what I've seen on the list, it is not yet possible or
> > it is really difficult and expensive to enable to read
> past 255. Your
> diff
> > in times, may be due to what you said earlier "... Though
> I don't claim
> to
> > have a fully tuned '730 bin file yet". I do, with losa
> help and advise
> > from Bruce ;0).
> >
> > On a personal note, I find map much easier to work with
> and understand
> (may
> > be due to my background in mech. eng)
> > Mike Rolica
> > Meridian Magnesium Products
> > Strathroy, Ont
> > Ext. 260
> >
> >
> > -----Original Message-----
> > From: Michael Davis [SMTP:davis@mail.eecis.udel.edu]
> > Sent: Friday, March 10, 2000 11:20 AM
> > To: gmecm@diy-efi.org
> > Subject: Re: 89 F-body ECU file = 89 Y-body ECU file?
> >
> >
> >
> > Don't be so fast to suggest unless you've gotten further
> > emperical
> > data to support it... Though I don't claim to have a
> fully
> > tuned
> > '730 bin file yet, I tested the '730 and '165 systems head
> > to head
> > last weekend at the track and the '165 was constitantly
> 0.1
> > second
> > faster in the 1/4 mile on my car.. (Est. 400 gross HP)
> >
> > (I have built an adaptor cable that routes the '165 OEM
> > harness to a
> > '730, and my car is equiped with both MAP and MAF sensors
> > and dual
> > knock sensors...
> > http://www.eecis.udel.edu/~davis/z28/ecm_swap_730/
> > )
> >
> > Quarter-mile runs with the car, each about 15 minutes
> after
> > one another..
> >
> > 1 (MAP) 13.098@105 (let car shift to OD)
> > 2 (MAP) 13.095@105 (let car shift to OD)
> > 3 (MAF) 12.941@105 (kept car in 3rd to
> > 5600rpm)
> > 4 (MAF) 13.071@103 (let car shift to OD)
> > 5 (MAF) 12.927@106 (kept car in 3rd to
> > 5800rpm)
> > 6 (MAP) 13.063@105 (kept car in 3rd to 5800rpm)
> > 7 (MAP) 13.050@105 (kept car in 3rd to 5900rpm)
> >
> >
> > In message <01BF8A80.695CCE40@amy-and-mike>,Mike rolica
> > writes:
> > >
> > >Been there and done that. The 89 f body and vette 165
> bins
> > are not laid =
> > >out the same. I think1 or 2 tables are but thats about
> it.
> > Want some =
> > >real improvement... swap to a 730.
> > >
> >
> >
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