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Thread: tbichips.com (Brian Harris). Useful or Not?

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  1. #1
    Fuel Injected! DanofMostTrades's Avatar
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    tbichips.com (Brian Harris). Useful or Not?

    I was about to spend a lot of money based on his recommendations page, until I read some pretty negative posts about him. Who has experience with him and does his site have good info?
    Thanks in advance, any info would be appreciated.

  2. #2
    Super Moderator dave w's Avatar
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    Quote Originally Posted by DanofMostTrades View Post
    I was about to spend a lot of money based on his recommendations page, until I read some pretty negative posts about him. Who has experience with him and does his site have good info?
    Thanks in advance, any info would be appreciated.
    I recently visited the TBI Chips website, I noticed he does not list TunerPro RT for tuning software. Most of the members here use TunerPro RT to tune with. TBI Chips lists WinALDL, which some of the members here consider OBSOLETE, and DataMaster TTS which is good tuning software for most 93 ~ 95 TBI systems. TunerPro RT has evolved over the years and can be used with many different EFI systems, not just TBI systems. Some new members here with novice PC computer skills have been challenged getting TunerPro RT configured. Maybe WinALDL and DataMaster TTS are easier to configure for those who have novice PC computer skills? TunerPro RT can be used as freeware, but I recommend paying the suggested $39 donation.

    dave w

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    Quote Originally Posted by dave w View Post
    I recently visited the TBI Chips website, I noticed he does not list TunerPro RT for tuning software. Most of the members here use TunerPro RT to tune with. TBI Chips lists WinALDL, which some of the members here consider OBSOLETE, and DataMaster TTS which is good tuning software for most 93 ~ 95 TBI systems. TunerPro RT has evolved over the years and can be used with many different EFI systems, not just TBI systems. Some new members here with novice PC computer skills have been challenged getting TunerPro RT configured. Maybe WinALDL and DataMaster TTS are easier to configure for those who have novice PC computer skills? TunerPro RT can be used as freeware, but I recommend paying the suggested $39 donation.

    dave w
    Some may consider WinALDL absolete, but it is still one of the easiest things to use for many GM vehicles and has many pre-configured history tables.

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    I think his site has some decent info. I can't say if it's all good or not. There have been lots of complaints about the tuning over the years. It's best to confirm between a few sources before committing to anything.

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    Fuel Injected! BLG355's Avatar
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    I have experience with him. I won't bash the guy even though I have every right to. My advice is go the other way, he will waste your money and time. Search for my name and you will see the experience I had with him all here in black and white.

    As far as the info on his sight, he totally contradicted his own web sites information while I was working with him. I actually built my truck based on the recommendations on his website, then he told me is was a bad build and that it can't be tuned. I have some logs posted that prove it's a solid build and my truck runs awesome now thanks to this place. I went through six of his chips and they all ran very poorly, and it really wasn't even drivable. The truck ran better with the stock chip. I paid someone here for a tune and their stater chip ran awesome, and I took over tuning it from there (with all the support of this site) and never looked back. I'm still working and tuning mine a little at a time. It's not my daily driver so I can play with the tune and try different things without having to worry about it.

    The nice thing about his site is there is dyno proof to back up the builds, you can base yours off that and see where you think it may fall and go from there. It also gives you some rough ideas, but there is nothing there that isn't here.

    BLG
    My Build: 95 K1500, 355ci w/ OEM roller setup - zero decked, Eagle steel crank, Scat bushed H-beam rods, Speed Pro 2V flat top pistons - Rotating assembly balanced. Dart 165cc Iron Eagle S/S heads - 72cc chambers - 1.94 / 1.50 valves. Isky roller cam - 204/209 dur @ .050 - .480/.496 lift with Comp Magnum 1.6 rockers, Edelbrock 3704 intake - Bored to 52mm - 454 throttle body, Delco EP381 fuel pump @ 18 psi running through 80# 454 injectors. Hedman Headers into 3" Dynomax exhaust.

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    LT1 specialist steveo's Avatar
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    speed density tuning is a long process and shouldn't be trivialized, and anyone that says they can nail it on the first try is probably full of it.

    i've seen tbichips tunes with minimum and maximum blm really tight so the trims never wander too far from 128, just so his VE tables look like they're working. that's pretty shady indeed.

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    Quote Originally Posted by steveo View Post
    anyone that says they can nail it on the first try is probably full of it.
    or has a really fast and loose definition of good enough.
    1995 Chevrolet Monte Carlo LS 3100 + 4T60E


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    Fuel Injected! DanofMostTrades's Avatar
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    Thanks everyone for your input. Dave, I have downloaded TunerproRT and when I get a motor setup I will definitely use it. After reading what you all have said and doing lots of research I know I will definitely not buy a chip from tbichips.com.
    My concern right now is building or buying a motor that is suitable for TBI and maybe a carb if I give up on TBI. I want a sturdy reliable motor with good torque and decent HP. It will be going in an 87 Chevy 4x4* that's lifted with 35's. Here is a list of what I am considering, I believe this motor produces around 260HP:

    Chevrolet Performance#809-12530283 L31 HD Vortec motor for 96-2000 3/4 ton and 1 ton trucks.

    Specifications:*1986-2000 style block, 4 bolt mains1pc rear seal nodular iron crankshaft
    Powdered metal connecting rods
    Hypereutectic pistons
    9.4:1 compression Ratio.
    Hydraulic roller camshaft: Int Lift .414", Exh Lift .428", Int Duration @.050" 191, Exh Duration @ .050" 196, Lobe Centerline-111
    Vortec cylinder heads - 64cc, 1.94'' intake valve, 1.50'' exhaust valve
    Also includes: Oil pan, timing cover, valve covers, harmonic balancer
    $2029.00

    Edelbrock#350-2116* Performer Vortec intake and a tbi adapter plate (I'll make the plate myself).
    $193.

    Summit headers SUM-G9006-9
    1.5" primaries 3" collector.
    $230

    Let me know what you guys think about this so far. I appreciate any input.

  9. #9
    Super Moderator dave w's Avatar
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    I've tuned similar engines like the one posted above. I would recommend a 670 CFM Throttle Body with injectors able to flow up to 80 lbs with an adjustable pressure regulator. I would also recommend upgrading to the 16197427 94 ~ 95 TBI computer.

    dave w

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    Quote Originally Posted by steveo View Post
    speed density tuning is a long process and shouldn't be trivialized, and anyone that says they can nail it on the first try is probably full of it.

    i've seen tbichips tunes with minimum and maximum blm really tight so the trims never wander too far from 128, just so his VE tables look like they're working. that's pretty shady indeed.
    I can generally get them driveable in 1 or 2 stabs. The last Vortec head, cammed 350 TBI setup I tuned using the abysmally slow 7747 data stream I had on the money in about 6-7 burns total. It was running well after about 3 or 4 but he was not running enough fuel pressure and moved the MAP sensor vacuum port on his Holley TBI per my recommendation from the rear to the front. Its a defect that applies only to Holley TBIs that creates an artificially high map signal at idle due to the IAC. Last I spoke with him he is still running the Holley TBI @ 21 psi fuel pressure which a well known TBI tuner told him is impossible to tune for.
    Last edited by Fast355; 02-22-2015 at 12:19 AM.

  11. #11
    Carb and Points!
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    A few years ago, I had a 93 GMC K2500 4x4 with an NV4500 5 speed that I swapped a 97 Vortec engine into. I scored a "CRUSADER" marine tbi to vortec intake with no egr on EBAY for $100. Based on Brian's recommendation, I installed an LT4 "Hot" cam that my brother had bought for his 1996 Impala SS but didnt use. Bad choice. No torque from that cam in a truck. It didnt have a lift or even bigger tires than stock. I swapped it for an "Extreme 4x4" grind recommended by Comp Cams (I forget the specs) . It made a WORLD of difference. The LT4 cam may have been fine in a high RPM mud truck, but not a street truck. The other problem I had was the spring he sold me for the stock fuel pressure regulator gave me the exact same fuel pressure as the stock spring (?) I tried the adjustable regulator he recommended, but it was a bear to get to and the head stripped off shortly after install. Frustrated, I installed the fuel pump from the donor Vortec truck and an aftermarket adjustable fuel pressure regulator to get my fuel pressure up to the recommended level.

    I have no way of knowing whether any power was "left on the table" as I bought the truck with a blown engine, but it seemed to run and tow well for a 350 equipped truck. I always wondered how much power I was missing compared to going to a larger CFM EFI system, or 700 cfm carb. I sold it a few years ago and bought an 01 Silverado HD with a Duramax.

    I am now working on a 1991 Olds Custom Cruiser wagon. It had a tired 200k mile TBI 305 that still ran with 0 lbs oil pressure indicated (!). I will be swapping another Vortec 350 into this car. I have a "take out" Ram Jet 350 cam, Comp beehive springs, full roller rockers, GMPP parts vortec to tbi intake ($150 Ebay score). Undecided if I will sheel out cash for headers, or run stock manifolds and full duals. I plan to get it running and see how it runs. Not look for a barnstormer, maybe tow a small pop up camper, etc. I see that the RAMJET intake that bolts to the vortec heads is a possible upgrade. I wonder if it would be worth the extra coin...

  12. #12
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    The Ramjet intake works well on Vortec 350's.



    From this engine, Vortec 350 Hotcam kit, 24x Coil Near Plug kit


    But swapping in an intake while using a truck torque cam doesn't make sense power/moneywise.

    peace
    Hog

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    I am already going to be running the ramjet cam. Basically i would be piece mealing a ramjet crate motor. Any source for an affordable ramjet retrofit kit? I suppose i would need a whole system with new ecu, as my car is tbi now...

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    Quote Originally Posted by Steveshow View Post
    A few years ago, I had a 93 GMC K2500 4x4 with an NV4500 5 speed that I swapped a 97 Vortec engine into. I scored a "CRUSADER" marine tbi to vortec intake with no egr on EBAY for $100. Based on Brian's recommendation, I installed an LT4 "Hot" cam that my brother had bought for his 1996 Impala SS but didnt use. Bad choice. No torque from that cam in a truck. It didnt have a lift or even bigger tires than stock. I swapped it for an "Extreme 4x4" grind recommended by Comp Cams (I forget the specs) . It made a WORLD of difference. The LT4 cam may have been fine in a high RPM mud truck, but not a street truck. The other problem I had was the spring he sold me for the stock fuel pressure regulator gave me the exact same fuel pressure as the stock spring (?) I tried the adjustable regulator he recommended, but it was a bear to get to and the head stripped off shortly after install. Frustrated, I installed the fuel pump from the donor Vortec truck and an aftermarket adjustable fuel pressure regulator to get my fuel pressure up to the recommended level.

    I have no way of knowing whether any power was "left on the table" as I bought the truck with a blown engine, but it seemed to run and tow well for a 350 equipped truck. I always wondered how much power I was missing compared to going to a larger CFM EFI system, or 700 cfm carb. I sold it a few years ago and bought an 01 Silverado HD with a Duramax.

    I am now working on a 1991 Olds Custom Cruiser wagon. It had a tired 200k mile TBI 305 that still ran with 0 lbs oil pressure indicated (!). I will be swapping another Vortec 350 into this car. I have a "take out" Ram Jet 350 cam, Comp beehive springs, full roller rockers, GMPP parts vortec to tbi intake ($150 Ebay score). Undecided if I will sheel out cash for headers, or run stock manifolds and full duals. I plan to get it running and see how it runs. Not look for a barnstormer, maybe tow a small pop up camper, etc. I see that the RAMJET intake that bolts to the vortec heads is a possible upgrade. I wonder if it would be worth the extra coin...
    If the LT4 Hotcam was not making torque it had a bad tune or was timed wrong. That cam will BOIL tires off even at lower RPMs. In an engine under 10:1 it needs to be advance 3° and installed on a 106° ICL.

    I have a Ramjet cam and 1.7 rockers in my Express van and even pulling my 6,000 lbs Jayco travel trailer I find it lacking above 4,000 rpm which I spend ALOT of time at. On steeper hills the 4L80E is in 2nd gear at 70 mph, spinning 4,500 rpm with my foot on the floor.

    With my old G-van I had a 10.5:1 Vortec head 383 with TPI using SLP runners that had been siamese ported and tri-y headers. I ran a 232/240 @ .050 cam on a 110° LSA and towed heavy with it. It had a 4L60E and 3.08 gears. Only ran a 2,600 rpm converter in it. 70 in 3rd gear was only about 2,700 rpm.
    Last edited by Fast355; 06-12-2016 at 04:48 AM.

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    Carb and Points!
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    Quote Originally Posted by Fast355 View Post
    If the LT4 Hotcam was not making torque it had a bad tune or was timed wrong. That cam will BOIL tires off even at lower RPMs. In an engine under 10:1 it needs to be advance 3° and installed on a 106° ICL.

    I have a Ramjet cam and 1.7 rockers in my Express van and even pulling my 6,000 lbs Jayco travel trailer I find it lacking above 4,000 rpm which I spend ALOT of time at. On steeper hills the 4L80E is in 2nd gear at 70 mph, spinning 4,500 rpm with my foot on the floor.

    With my old G-van I had a 10.5:1 Vortec head 383 with TPI using SLP runners that had been siamese ported and tri-y headers. I ran a 232/240 @ .050 cam on a 110° LSA and towed heavy with it. It had a 4L60E and 3.08 gears. Only ran a 2,600 rpm converter in it. 70 in 3rd gear was only about 2,700 rpm.
    Im not sure what the compression ratio of the stock vortec was, but the cam was in fact installed straight up. I did consider doing as you mentioned and advancing the cam to increase torque, but when asked,Brian only told me "it should work as is". Of course comp cams is in the business to sell cams, not give advice on how to make an existing cam work, so i guess i shouldnt be surprised that they didnt suggest advancing the existing cam.

    btw, i know that a cam can be installed advanced or retarded by moving the timing gears, but how do you "alter" the centerline? This is how the cam is ground...


    on a related note i dont think any cam would make a used vortec 350 with tbi in a 4x4 3/4 to. Truck with 265 70r16 all terrain tires "boil the tires"...
    Last edited by Steveshow; 06-12-2016 at 03:56 PM.

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