Finally going to do this, had the system built a few months ago, most of the parts collected but do to life just have not had the time.
Someone gave me the harness and I think it was a front wheel drive car but plugs for ECM didn't fit anything so I threw it in a box. When I looked it was wired for three relays, heated O2 sensor which was good, but had to remove all the transmission controls and junk.
Repined to 16197427 PCM running $OE because it's the only manual bin I have ever found for these PCMs. Has the Moates G1 adapter and 27F512 chip with a V8 Memcal. Also wired in already is the ALDL port, check engine light and Wide Band O2 signal wire from EGR valve as per $OD, $OE xdf modifications.
Truck already has dual exhasust so each side will have O2 bungs welded in. One heated narrow band O2 sensor for the PCM and one for the wideband O2 sensor tuning until done, then remove it and I have a couple of bung bolt plugs to seal it up.
System has already been run on test bench and chip set up with certian things disabled for this truck. PE delay removed and AFR set to 12.5 to 1 for now, we will see what the wide band O2 sensor says when we start tuning. Ran with no codes so should fire right up when done and go to work on VE. Dave had tuned an IH motor and worked on the spark table quite intensly and was kind enough to share the spark table.
Truck is a 1972 IH 1210 (3/4 ton) 4x4 with utility bed my son got for a daily driver and tow rig for his Toyota Rock Crawler. 58k miles and hardly a spot of rust. Was stored inside heated shop for 20 years and used to plow property to street in Montana and went to town couple times a year for fuel.
Got the truck delivered and found it had more than usual valve tap and on first towing trip had no power, by the time he got home it was barely running and oil pressure was low. Went looking around and found what usually goes first in these motors was the cam bearings severely worn and parts missing, well in oil pan.
So we pulled the engine and although not bad did a complete rebuild. .20 over on the pistons with Teflon skirts, Isky dual grind camshaft degreed but I forget what we set it too? Balanced the complete rotating assembly. 3 angle valve job, little porting to the exhaust ports that have a hump in them. So with this done we could throw the new carb it had on it back on and the new points distributor back in and he's been driving it for months now... carb... points... manual choke... yuk...
Machined the two barrel intake manifold to same size as a 5.7L TBI unit with custom made adapter. These 2 barrels are much narrower and the adapter is expensive do to angle of ports.
Had a GM/IH Hybrid distributor machined for it. No EST modules mounted on aluminum heat sink, going with real GM distributor. Just don't like doing the DuraSpark conversion done to distributor that Custom EFIS designed about 15 years ago. The Duraspark conversions works OK if done right but I have seen to many done wrong and with all the timing EFI systems can use they end up firing the next spark plug. On the IH it takes out number 7 cylinder because of the firing order, just misfires in others when done wrong or reluctor slips. To many have just had the reluctor slip on the shaft and causes at least breakdown, worst case hole or broken number 7 piston. GM EFI cap and rotor is designed to channel the spark so this does not happen.
That's as far as we got for now. Have complete fuel feed and return lines of a Chevy truck with filter in the middle we plan on using and cutting out sender mounting hole on fuel tank to weld in EFI sending unit mounting hole for drop in tank pump. Will keep updating as the project comes together!
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