Where can I go for harness modifications

[dave w]

On a hobby level I like using my Burn 2 chip programmer (see attached .pdf) from Moates.net - http://www.moates.net/burn2-chip-pro....html?cPath=64 There are several other gearhead-efi members who also use the Burn 2 - Good Stuff!

On a more professional level I like using my BATRONIX BX32 - http://www.newark.com/batronix/bx32-...-ii/dp/53M6868 and my LER 121a EPROM Eraser - http://www.newark.com/leap-electroni...ter/dp/24M3344

I've also attached .pdf versions of the files I previously posted.

dave w

[pro]

On a hobby level I like using my Burn 2 chip programmer (see attached .pdf) from Moates.net - http://www.moates.net/burn2-chip-pro....html?cPath=64 There are several other gearhead-efi members who also use the Burn 2 - Good Stuff!

On a more professional level I like using my BATRONIX BX32 - http://www.newark.com/batronix/bx32-...-ii/dp/53M6868 and my LER 121a EPROM Eraser - http://www.newark.com/leap-electroni...ter/dp/24M3344

I've also attached .pdf versions of the files I previously posted.

dave w

Sweet thanks, this is awesome info. I always thought these proms were a burn once, throw away if done incorrectly. Like CD-ROMs.
Do you happen to know if a the TBI 12psi fuel system is enough to get an MPFI motor started and idling? I understand cruising down the highway wont work, but what about just 1000rpm in the garage during initial tests.
Also, you said you have converted many to MPFI. How did you solve the brake booster and fuel line issues? I cant see where the booster goes on my camaro, but it appears to be a port on the back, connected via rubber hose. Whereas the TBI of course is half metal line half rubber. A friend of mine converted his truck (NBS though) to hydroboost and loves it, but mentioned that even the slightest bit of contamination can cause steering issues.

Throttle cables and cruise control doesnt seem like that big of a deal.

[pro]

Also Dave, one of the dead links on fullsizechevy in your PDF about BPW offset might have been moved to:
http://www.fullsizechevy.com/forum/f...-battery-volts

(I dont know for sure, since I havent seen the original post, but it's possible?)

[pro]

i am still waiting on a harness and intake, so thought would get programming and the fuel pump out of the way.
The chip is a BJYL, and i did an import via tunercat, saved to bin. I tried to import and it said I needed a $0F ECM definition file. I was under the impression I needed a $0D?

[Fast355]

i am still waiting on a harness and intake, so thought would get programming and the fuel pump out of the way.
The chip is a BJYL, and i did an import via tunercat, saved to bin. I tried to import and it said I needed a $0F ECM definition file. I was under the impression I needed a $0D?

BJYL is $0D. Not sure why you would choose the import option. Just download the BJYL.BIN file on this site and select open bin on TunerPro. Then open your definition file or .XDF. Would recommend dowloading the advanced $0D file from this site. It has most of the pertinent settings, constants, and tables defined and documented.

If you need a hand making sense of it, I am in HEB/Haltom city this weekend and could be willing to provide some assistance provided a cold beer or two is involved. Its starting to get warm out!

[pro]

Sorry, what i did was Read EPRom, 27C512, and then save the bin. I just wanted to get my own baseline.
Are you referring to these bins, post 3:
http://gearhead-efi.com/Fuel-Injecti...Information-0D

As for the jumper wire for CPI, how is that going to work if I have to use the moates converter adapter?

BTW im out of town this weekend, maybe next weekend when i should have all parts on hand for swapping.

[pro]

I burned my first chip and ignored the adapter and just used a dip socket. The height of the chip and dip socket was perfect underneath the cover when snapped on, so I suppose no soldering will be needed. Even with the cover off, it feels held in there pretty well.

[lionelhutz]

I wouldn't even try running port injection on a TBI pump. If you don't want to do it all at once then change to a TPI pump first since the TBI system will still work fine with it.

You could get adapters to connect -AN line to the front of the hard lines on the truck where the braided lines to the TBI start. Then, just go from there. I took the TPI connectors and braided TBI lines to a local hydraulic place and they crimped the ends onto the braided lines.

As for the booster, it's a non-issue. The steel line is on the engine side and will be removed when you pull the TBI intake. So, just run a rubber hose from the booster to the vacuum port on the TPI intake.

[pro]

I wouldn't even try running port injection on a TBI pump. If you don't want to do it all at once then change to a TPI pump first since the TBI system will still work fine with it.

You could get adapters to connect -AN line to the front of the hard lines on the truck where the braided lines to the TBI start. Then, just go from there. I took the TPI connectors and braided TBI lines to a local hydraulic place and they crimped the ends onto the braided lines.

As for the booster, it's a non-issue. The steel line is on the engine side and will be removed when you pull the TBI intake. So, just run a rubber hose from the booster to the vacuum port on the TPI intake.

Sweet info appreciate it. On the pump - could I just pick up a delco pump for a 96-98 vortec 5.7? I believe they run at 50 PSI? And I assume the system is return fuel injection?
Do you happen to have pics of your modified fuel lines?

[dave w]

Sweet thanks, this is awesome info. I always thought these proms were a burn once, throw away if done incorrectly. Like CD-ROMs.
Do you happen to know if a the TBI 12psi fuel system is enough to get an MPFI motor started and idling? I understand cruising down the highway wont work, but what about just 1000rpm in the garage during initial tests.
Also, you said you have converted many to MPFI. How did you solve the brake booster and fuel line issues? I cant see where the booster goes on my camaro, but it appears to be a port on the back, connected via rubber hose. Whereas the TBI of course is half metal line half rubber. A friend of mine converted his truck (NBS though) to hydroboost and loves it, but mentioned that even the slightest bit of contamination can cause steering issues.

Throttle cables and cruise control doesnt seem like that big of a deal.

For the conversions I've been a team member of, I've been the " Project Coordinator, PCM Setup, & Tuner" team member. The other team members took care of the "Nuts & Bolts" including the harness updates. For one of the conversions, I custom built a NEW MPFI harness for the "Nuts & Bolts" members to install.

dave w

[pro]

Would you guys recommend MAS or MAP? 89+ as a complete system is hard to find on ebay. Actually I cant find one at all, except for a couple of Vette ones, but I read somewhere that the vettes wouldnt work due to EGR issues.

[Fast355]

Sweet thanks, this is awesome info. I always thought these proms were a burn once, throw away if done incorrectly. Like CD-ROMs.
Do you happen to know if a the TBI 12psi fuel system is enough to get an MPFI motor started and idling? I understand cruising down the highway wont work, but what about just 1000rpm in the garage during initial tests.
Also, you said you have converted many to MPFI. How did you solve the brake booster and fuel line issues? I cant see where the booster goes on my camaro, but it appears to be a port on the back, connected via rubber hose. Whereas the TBI of course is half metal line half rubber. A friend of mine converted his truck (NBS though) to hydroboost and loves it, but mentioned that even the slightest bit of contamination can cause steering issues.

Throttle cables and cruise control doesnt seem like that big of a deal.

Getting vacuum to the booster is not an issue at all. Just unhook the hose from the brake booster check valve, throw the TBI metal line away and use bulk vacuum hose.

I swapped my Express to hydroboost and love it.

A TPI will not even attempt to start at TBI pressure.

You will need a F or B car passenger side bracket for the compressor.

Like I said though, have personally done the swap on an older G-van and it really was not worth it. The torque curve is wrong for a heavy truck. You loose torque in the 1,800-2,800 rpm range compared to a good dual plane and the runners will choke the engine at about 5,000. You can rev to 6,500 with a decent cam, good heads and speings but the power stops building at 5,000. The TPI did not offer any real fuel economy benifit either since it is batch fire.

[pro]

Getting vacuum to the booster is not an issue at all. Just unhook the hose from the brake booster check valve, throw the TBI metal line away and use bulk vacuum hose.

I swapped my Express to hydroboost and love it.

A TPI will not even attempt to start at TBI pressure.

You will need a F or B car passenger side bracket for the compressor.

Like I said though, have personally done the swap on an older G-van and it really was not worth it. The torque curve is wrong for a heavy truck. You loose torque in the 1,800-2,800 rpm range compared to a good dual plane and the runners will choke the engine at about 5,000. You can rev to 6,500 with a decent cam, good heads and speings but the power stops building at 5,000. The TPI did not offer any real fuel economy benifit either since it is batch fire.

I havent puchased anything and am still thinking about it. I'll be out of service for a while soon anyway with plenty of time to study it anyway.
The motor redlines at 4500. I rarely even leave past 3500 anyway. But how do long runners reduce torque?
BTW, is this the TB you are talking about:
http://www.ebay.com/itm/94-95-SILVER...-/201877793319
What manifold would you recommend with it? I would need EGR for emissions ( i am in TX, euless as well )

What options are there for supercharging? i remember back then there were prochargers, whipples, and wynjammer. i see wynjammer is still around and selling.

[Fast355]

I havent puchased anything and am still thinking about it. I'll be out of service for a while soon anyway with plenty of time to study it anyway.
The motor redlines at 4500. I rarely even leave past 3500 anyway. But how do long runners reduce torque?
BTW, is this the TB you are talking about:
http://www.ebay.com/itm/94-95-SILVER...-/201877793319
What manifold would you recommend with it? I would need EGR for emissions ( i am in TX, euless as well )

What options are there for supercharging? i remember back then there were prochargers, whipples, and wynjammer. i see wynjammer is still around and selling.

The TPI runners are designed to resonate at a specific RPM and the torque production is strongest at that peak RPM. Happens to be 3,200 rpm on a stock runner TPI setup. The resonance waves actually detract from the cylinder charge in other areas. I put a 305 on the dyno with TBI and then with TPI. TPI should on paper work best on a 305 because that is what it was designed for. It lost signifigant amounts of torque in the RPM range I mentioned.

If you are still under the emissions tests you will need a manifold that allows for EGR. The TBI heads work best under 5,000 rpm and are a good match with TPI but you will experience some low-end torque loss down where the stock torque converter stalls. I noticed the loss cruising in OD with the converter locked. It took more throttle going up hills like on 287 and would either unlock or downshift to hold speed much more often. I had a 700r4 with 3.08 gears and turned about 1,700 rpm @ 70 in my old 1983 G20 van. I had a 1989 Corvette TPI setup on my 1983 305 with a small cam and tri-y headers. It was using the TBI ECM in PFI mode. I later put a 350 Vortec followed by a 383 Vortec under a modified TPI setup with SLP runners.

If you are not reving over 4,500 the stock TBI unit could actually serve you well. You can make 300+ HP from the stock unit running higher pressure or larger injectors without even blinking. The 454 TBI helps as you approach 320+ HP.

[pro]

The TPI runners are designed to resonate at a specific RPM and the torque production is strongest at that peak RPM. Happens to be 3,200 rpm on a stock runner TPI setup. The resonance waves actually detract from the cylinder charge in other areas. I put a 305 on the dyno with TBI and then with TPI. TPI should on paper work best on a 305 because that is what it was designed for. It lost signifigant amounts of torque in the RPM range I mentioned.

If you are still under the emissions tests you will need a manifold that allows for EGR. The TBI heads work best under 5,000 rpm and are a good match with TPI but you will experience some low-end torque loss down where the stock torque converter stalls. I noticed the loss cruising in OD with the converter locked. It took more throttle going up hills like on 287 and would either unlock or downshift to hold speed much more often. I had a 700r4 with 3.08 gears and turned about 1,700 rpm @ 70 in my old 1983 G20 van. I had a 1989 Corvette TPI setup on my 1983 305 with a small cam and tri-y headers. It was using the TBI ECM in PFI mode. I later put a 350 Vortec followed by a 383 Vortec under a modified TPI setup with SLP runners.

If you are not reving over 4,500 the stock TBI unit could actually serve you well. You can make 300+ HP from the stock unit running higher pressure or larger injectors without even blinking. The 454 TBI helps as you approach 320+ HP.

What manifold would you recommend?
Also, I read there may be some fitment issues in terms of the butterflies opening. Did you come across that problem?
300 HP just by an intake and TBI swap? Are you sure?
BTW the only mods mechanically are electric fans, borla shorties and a 15 year old borla muffler. The cat is factory and I was told clogged. I bought new cats and mufflers a long time ago and just need to be installed. If any of that even makes a difference.