Issues with TBI 7747 tune

[srobertsfsj]

REF_LOW at the distributor should be connected to REF_LOW at the ecm in order to reduce noise. Do not connect to ground.


Pickup coil P and N should be connected properly and pickup coil is rotation specific. Using wrong coil or connecting coil in reverse will result in excess offset as REF pulse and bypass mode spark pulse are generated on zero crossing of falling wave. Long story short, with pulses generated 90 deg apart, wrong coil/connection generates spark up to 45 deg off. You can swap the P and N leads and see if everything is fixed but mark it down somewhere so you're not chasing the same problem if you ever change the pickup coil later.

BINGO BINGO BINGO, you nailed it 1project2many. Thanks for the insight.

I reversed the P and N and it solved the problem. Starts right up and idle smooth. backfires on hard rev but I figure I will fix that with the right spark table and fuel adjustments. I think my plugs are about fouled too....

Question, Should I set the base timing to 0* or to the setting recommended in the repair manual? My manual says 12*.

[EagleMark]

Sweet!

If your motor is stock go with 0 to maybe 5 and also change the intial timing setting. When you plug the timing disconnect wire back in you'll have way more then 0, probably like 15 to 23 ish so you'll be more then stock to begin with and can make the changes in the spark table.

[srobertsfsj]

Thanks to everyone for the great information so far. I to20120401_155317_BLM.txtok her for her maiden voyage with some data logging. Definitely lacks on the throttle response. Would be running too rich? Here is the WinALDL text file. I figured out how to upload docs but not insert yet.

Thoughts?

Narrow Latest
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
800 0.0 0.0 128.0 135.0 132.0 0.0 0.0 0.0 0.0
1200 0.0 124.0 0.0 0.0 143.0 0.0 137.0 0.0 0.0
1600 0.0 124.0 124.0 0.0 0.0 141.0 138.0 0.0 0.0
2000 0.0 0.0 0.0 0.0 128.0 136.0 129.0 0.0 0.0
2400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Narrow Avg
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
800 0.0 0.0 127.8 131.5 132.0 0.0 0.0 0.0 0.0
1200 0.0 124.3 0.0 0.0 140.5 0.0 135.0 0.0 0.0
1600 0.0 124.0 124.0 0.0 0.0 138.0 133.0 0.0 0.0
2000 0.0 0.0 0.0 0.0 128.0 132.5 129.0 0.0 0.0
2400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Narrow # Sapmles
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0 0 0 0 0 0 0 0 0
800 0 0 5 2 1 0 0 0 0
1200 0 3 0 0 4 0 3 0 0
1600 0 1 1 0 0 2 2 0 0
2000 0 0 0 0 1 2 1 0 0
2400 0 0 0 0 0 0 0 0 0
2800 0 0 0 0 0 0 0 0 0
3200 0 0 0 0 0 0 0 0 0
3600 0 0 0 0 0 0 0 0 0
4000 0 0 0 0 0 0 0 0 0
4400 0 0 0 0 0 0 0 0 0
4800 0 0 0 0 0 0 0 0 0
5200 0 0 0 0 0 0 0 0 0
5600 0 0 0 0 0 0 0 0 0
6000 0 0 0 0 0 0 0 0 0
6400 0 0 0 0 0 0 0 0 0

Narrow Avg 10
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
800 0.0 0.0 127.8 131.5 132.0 0.0 0.0 0.0 0.0
1200 0.0 124.3 0.0 0.0 140.5 0.0 135.0 0.0 0.0
1600 0.0 124.0 124.0 0.0 0.0 138.0 133.0 0.0 0.0
2000 0.0 0.0 0.0 0.0 128.0 132.5 129.0 0.0 0.0
2400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Narrow Std. Dev. 10
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
800 0.0 0.0 0.4 3.5 0.0 0.0 0.0 0.0 0.0
1200 0.0 0.5 0.0 0.0 6.7 0.0 2.2 0.0 0.0
1600 0.0 0.0 0.0 0.0 0.0 3.0 5.0 0.0 0.0
2000 0.0 0.0 0.0 0.0 0.0 3.5 0.0 0.0 0.0
2400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Wide Latest
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0.0 0.0 0.0 0.0 132.0 0.0 0.0 0.0 0.0
800 0.0 0.0 128.0 128.0 134.0 138.0 0.0 0.0 0.0
1200 0.0 127.0 128.0 128.0 128.0 138.0 137.0 0.0 0.0
1600 0.0 124.0 124.0 125.0 0.0 141.0 139.0 0.0 0.0
2000 0.0 0.0 0.0 126.0 128.0 145.0 144.0 0.0 0.0
2400 0.0 0.0 0.0 0.0 0.0 145.0 147.0 0.0 0.0
2800 0.0 0.0 0.0 0.0 0.0 138.0 0.0 0.0 0.0
3200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Wide Avg
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0.0 0.0 0.0 0.0 132.0 0.0 0.0 0.0 0.0
800 0.0 0.0 127.8 132.4 136.9 133.0 0.0 0.0 0.0
1200 0.0 125.0 127.6 127.7 136.2 139.4 135.2 0.0 0.0
1600 0.0 124.0 124.8 125.0 0.0 140.5 136.5 0.0 0.0
2000 0.0 0.0 0.0 126.0 128.0 136.4 133.5 0.0 0.0
2400 0.0 0.0 0.0 0.0 0.0 137.0 133.3 0.0 0.0
2800 0.0 0.0 0.0 0.0 0.0 138.0 0.0 0.0 0.0
3200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Wide # Samples
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0 0 0 0 1 0 0 0 0
800 0 0 15 29 7 2 0 0 0
1200 0 12 13 3 11 8 9 0 0
1600 0 5 5 1 0 6 8 0 0
2000 0 0 0 1 1 10 11 0 0
2400 0 0 0 0 0 2 4 0 0
2800 0 0 0 0 0 1 0 0 0
3200 0 0 0 0 0 0 0 0 0
3600 0 0 0 0 0 0 0 0 0
4000 0 0 0 0 0 0 0 0 0
4400 0 0 0 0 0 0 0 0 0
4800 0 0 0 0 0 0 0 0 0
5200 0 0 0 0 0 0 0 0 0
5600 0 0 0 0 0 0 0 0 0
6000 0 0 0 0 0 0 0 0 0
6400 0 0 0 0 0 0 0 0 0

Wide Avg 10
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0.0 0.0 0.0 0.0 132.0 0.0 0.0 0.0 0.0
800 0.0 0.0 128.0 133.9 136.9 133.0 0.0 0.0 0.0
1200 0.0 124.8 127.9 127.7 137.0 139.4 135.2 0.0 0.0
1600 0.0 124.0 124.8 125.0 0.0 140.5 136.5 0.0 0.0
2000 0.0 0.0 0.0 126.0 128.0 136.4 134.1 0.0 0.0
2400 0.0 0.0 0.0 0.0 0.0 137.0 133.3 0.0 0.0
2800 0.0 0.0 0.0 0.0 0.0 138.0 0.0 0.0 0.0
3200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Wide Std. Dev. 10
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
800 0.0 0.0 0.0 3.5 6.6 5.0 0.0 0.0 0.0
1200 0.0 1.0 0.7 0.5 8.7 5.2 5.3 0.0 0.0
1600 0.0 0.0 0.4 0.0 0.0 5.5 6.2 0.0 0.0
2000 0.0 0.0 0.0 0.0 0.0 5.0 6.4 0.0 0.0
2400 0.0 0.0 0.0 0.0 0.0 8.0 7.9 0.0 0.0
2800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
3600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
4800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5200 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
6400 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Narrow Correction 10
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
800 1.000 1.000 0.998 1.027 1.031 1.000 1.000 1.000 1.000
1200 1.000 0.971 1.000 1.000 1.098 1.000 1.055 1.000 1.000
1600 1.000 0.969 0.969 1.000 1.000 1.078 1.039 1.000 1.000
2000 1.000 1.000 1.000 1.000 1.000 1.035 1.008 1.000 1.000
2400 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
2800 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
3200 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
3600 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
4000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
4400 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
4800 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
5200 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
5600 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
6000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
6400 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Wide Correction 10
RPM \ MAP 20 30 40 50 60 70 80 90 100
400 1.000 1.000 1.000 1.000 1.031 1.000 1.000 1.000 1.000
800 1.000 1.000 1.000 1.046 1.069 1.039 1.000 1.000 1.000
1200 1.000 0.975 0.999 0.997 1.070 1.089 1.056 1.000 1.000
1600 1.000 0.969 0.975 0.977 1.000 1.098 1.066 1.000 1.000
2000 1.000 1.000 1.000 0.984 1.000 1.066 1.048 1.000 1.000
2400 1.000 1.000 1.000 1.000 1.000 1.070 1.041 1.000 1.000
2800 1.000 1.000 1.000 1.000 1.000 1.078 1.000 1.000 1.000
3200 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
3600 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
4000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
4400 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
4800 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
5200 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
5600 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
6000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
6400 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

[EagleMark]

WinALDL is so 2005... gotta get into the 21 century and TunerPro RT!

You know your supposed to be 128 or close right. Well what's it say? Your a little rich low RPM/low MAP and lean at high RPM/high map.

Back to your first post this is probably the 5.0L injectors in your 5.8L motor. That said and 1227747 has 2 VE tables, when added together are over 100 someplaces you just can't add any fuel because it gets truncated to 100 and you should really not go over 95% anyway as injectors can go static.

There's a program called WinALDLtobin that will help get your fueling VE tables in order. But until you get bigger injectors or raise fuel pressure I don't think you'll be able to fix the high RPM/high MAP (low vacuum)

I'll upload WinALDLtobin for you but it's been a long time since I used it so read it. I'll also upload a Injector Sizing spreadsheet to help choose injector size fuel pressure and BPW. This should be your starting point for tuning. If you don't have enough fuel for WOT why tune low RPM?

Then when you move up to TunerPro you can use the other spreadsheet made by Dave W. with your BLM data and VE tables to get them right.

[FSJ Guy]

WinALDLtobin is nice because it re-writes your corrections for you automatically. I've found it good to get "close enough". By then, I'm in the ballpark enough to make manual adjustments for the final tune. You can also choose to use the "wide" or "narrow" correction adjustments. For starters, use the "wide" adjustment.

I remembered that I have some 350 injectors here @ the house. They are working take-outs from when I swapped to the 80 lb 454 injectors. The next time I'm in town I can stick them in your mailbox. I may even have some extra gaskets, too.

[34blazer]

WinALDLtobin is nice because it re-writes your corrections for you automatically. I've found it good to get "close enough". By then, I'm in the ballpark enough to make manual adjustments for the final tune. You can also choose to use the "wide" or "narrow" correction adjustments. For starters, use the "wide" adjustment.

I remembered that I have some 350 injectors here @ the house. They are working take-outs from when I swapped to the 80 lb 454 injectors. The next time I'm in town I can stick them in your mailbox. I may even have some extra gaskets, too.

TP does that for you too. also if you are having backfiring problems on hard acceleration then it could prolly use some more timing. but get the fueling straight first, those injectors are prolly too small for the LA motor. raise fuel pressure or get the larger injectors. since its an LA motor it prolly wont like too much PE timing either due to the open chambers, unless you have a magnum? since its 160 baud you might want to get more samples and take it on a longer cruise to populate the tables better.

[1project2many]

Regarding REF_LOW, circuit does not return to ECM through ground. REF_LOW at ecm should be connected to REF_LOW at distributor to provide complete circuit, REF to REF_LOW, between dizzy and ecm. Connecting to distributor at one end is a way to reduce noise, but does not require path through dizzy->block->body->ecm ground which has large potential to create incorrect reference voltage.

BINGO BINGO BINGO, you nailed it 1project2many. Thanks for the insight.

Sure. No problem. Now how come I managed to miss the right numbers for the huge lottery payout last week?
You really want to consider getting the right module and pickup coil in there. If you're using a Chevy then switch to Olds parts as they're for reverse rotation. It's been many years since I played with this but IIRC if you ever end up in limp home mode the Chevy module will decrease spark advance when used with a CCW rotation distributor.

Back to your first post this is probably the 5.0L injectors in your 5.8L motor.

In my younger days I spent a bunch of time trying to make a 5.7 run right on 5.0 injectors. Increased pressure, played with a ton of settings, worked my rear off and finally got it "not too bad." Then switched to correct injectors and near stock tune and there was a night and day difference. Not too bad was really not so good after all. Larger injectors should be installed before fighting with the tune.

If it pops during acceleration then try and figure out how to tell if it's acceleration enrichment or just VE that's off. If VE is right you should be able to slowly increase throttle without popping and without seeing very lean readings on O2. AE will cause greater problems the faster the accelerator is snapped open. A larger intake and larger plenum will require more AE but FWIW the 305 injector on 350 engine project mentioned above never, never seemed to get enough AE even with near stock manifold.

[FSJ Guy]

The AMC 360 distributor is a clockwise rotation. This is the motor that the OP is using.

[1project2many]

Ok. Then maybe he just had pickup coil wires swapped? Or if using junkyard parts, maybe wrong module or coil was already installed? Point is, make sure module, coil, and rotation match.

[PJG1173]

just a suggestion as cheep as you can get a WBO2 setup for now it would be worth it to make sure what your NB is reading is correct.

[srobertsfsj]

Question regarding the AIR Diverter. I live in a strict emissions area and I am required to have the AIR Diverter valve hooked up. The only parameter I see is the "Min Temp for AIR Diverter". All the bins I have looked at, including CA emissions bins, have this setting at 146 Deg C. That doesn't seem right. Is anyone using this setting? What value should this be?

[EagleMark]

That is correct, your truck probably does not even have an air pump, mine does not. It must be incase code built into bin?

[srobertsfsj]

Yes my jeep had a vacuum actuated diverter witha a smog pump and AIR tubes as it was originally an CA jeep. I grabbed a GM diverter from a CA emissions truck from the junkyard and I have it hooked up to the harness. I was just wondering what the temp setting should be on the ECM and if there is anything else I need to do to activate the diverter. 146 deg C doesn't look right and all the CA emissions bins I look at from this site show that same value. If its correct I will leave it alone, just wanted to see if anyone has a working diverter on their setup and what that value is.

[EagleMark]

Well a temp of about 55c will work. But the system is not designed for air pump, where does your air pump, pump air into? If it goes to intake manifold no good to pump air into exhaust and mess up O2 sensor, leave it off and you will pass emmissions because you still have air pump on. If it is into a tube to exhaust before catilitic converter you could turn it on, but off it is still going to pass emmissions without.

The air pump puts air into exhaust stream at intake to further burn exhaust before leaving tailpipe, CCC carb air diverter was pumped to exhaust pipe before cat to help burn exhaust cleaner in cat. The 1227747 TBI system is adjusted for warm up and warmed up to be clean enough not to need this.

Your biggest issue to pass emmissions test in CA is not going to be tailpipe emmssions because the EFI system will be better then a carb or CCC carb. Your issue is going to be a fail because you changed to something that does not have a CARB certifcate...

[dave w]

I think the AIR was pumped into the exhaust manifold.

dave w