O.E. 5.7 Vortec CPI intake with 16197427 PCM ?

[pmkls1]

Alright, so I am about to start putting my firebird back together after sitting since before thanksgiving. I took it apart to replace the lifters and decided to do something different with the intake. I have wondered if the induction setup has been part of the problems that have plagued me since installing the vortec 350. The lack of funds has kept me from installing a custom mpfi setup and limited my options so I've been running an edelbrock vortec performer rpm 4bbl intake with a tbi adapter. Anyhow, I have pondered using an original vortec intake setup several times now since it works fairly decent. I know that the vortecs are sequential and that the '427 can only do batch fire, but that isn't a big deal usually. So my question is, does anybody think that using the original vortec intake and injection setup won't work right with a '427 pcm once I have modified the memcal and .bin for multi-port operation ? My fuel system is fully capable of maintaining the 60psi that the vortec injector requires and I can't think of any other hardware issues other than the throttle cable and the (temporary) trans tv cable. Thanks in advance,

Phil

[EagleMark]

16197427 came with a 4.3 CPI, so the bin file may have all the answers?

[pmkls1]

Well, as far as tuning goes I don't see any major obstacles. My concern was wiring the injectors to run in batch fire mode because if I'm not mistaken the '427 can't operate 8 cylinders in sequential mode. I believe that the memcal modifications on the V8 memcals for multi port only supports batch fire. I am really not overly familiar with the electrical side of the central injector setup. If I am lucky I might find a junkyard assembly that has already been upgraded to the better port located injectors, but that only addresses the sticking poppet and cracked line problems. I am assuming that since the upgrade doesn't alter the computer wiring then the original spider injector operates like 8 individual injectors just all centrally located. I think that is my only major concern is operating that setup in batch fire. I can't think of any reason that should be an issue, but I want to be assured I guess you can say. I need to double check about using a MAF sensor though, as I recall seeing a lot about MAF sensors when using the multi port mod. I can't recall if that was necessary or optional. Aside from that I cannot really think of any real issues with using the setup other than things that I am aware of like blocking off the egr, getting a throttle cable that will work, trying to mount the tv cable until I install the 4l60e, mounting the ign coil, working out the plumbing, etc small things of that nature that I can easily handle. I just try to always have as much input and have my bases covered before committing to a project on my "daily driver" so as to avoid too many surprises and obstacles that result in more down-time. I have been driving my in-law's S-10 that normally sits a lot anyway, but it's running on borrowed time. So I want my car back in service asap and semi-reliable so that I can focus on the V8 swap for the truck and basically doing a semi-restoration on it.

[1project2many]

The injectors will operate fine in batch mode.
The upgrade injectors replace the poppets with tiny injectors at the end of the fuel lines.
MAF is optional.
Injector corrections might be tough to work out but I'll bet you could get something figured out.

[pmkls1]

I was kind of hoping for that kind of reply. The salvage yards are full of complete intakes because the trucks that end up there usually have a blown motor or bad tranny so most of the time people just yank the heads off and leave the rest behind. I also see a lot of trucks where the engine is gone but the intake is sitting somewhere in the truck. I have also seen complete assemblies on ebay for $100-200 if I can't find anything better at the local yards. I've seen plenty of used ones around that have had the upgrade installed so I hope that I can come across one just to avoid the typical problems with the poppets and plastic lines. Either way, I think that going with this setup should at least ease tuning and eliminate any problems that I possibly had with the TBI setup. I'll save the performance mpfi setup for the next engine due to be built after I build one for the S10. Stock vortec is plenty for the ole firebird seing as it makes nearly 100hp over the original L03.

[dave w]

The injectors will operate fine in batch mode.
The upgrade injectors replace the poppets with tiny injectors at the end of the fuel lines.
MAF is optional.
Injector corrections might be tough to work out but I'll bet you could get something figured out.

I agree the SCPI conversion to MFI is an excellent idea when considering using a '7427 PCM. http://www.amazon.com/Delphi-FJ10566.../dp/B000TYLIFS

I agree, the challenge is getting the injector voltage offset figured out! Maybe the injector voltage offsets from the "Black Box" PCM would be a good place to start looking? I'm thinking maybe because it's a conversion designed to work with OEM computer.

dave w

[pmkls1]

Yeah, I was going to study the "black box" calibrations thoroughly to get an idea of where to start with injector latency and VE. I know there is a difference there with the way I will be firing the injectors and I plan on sticking with speed density and avoiding a MAF sensor. But, the stock calibrations should still give me a good starting point.