I am thinking about building an adjustable MAP sensor as per a link I found through diyefi, I think, and using this and my igniton timing to ensure that a stright GM TBI transplant system will function well enough to be driveable on the 258 in the J10.
A few questions:
If I use the ECU to control the spark, does the original distributor position matter? I believe that it does because the ECU is just pulling certain RETARD values out of a few charts and appling them to the timing. So by adjusting the baseline timing of the distributor, I can shift the entire ignition curve up or down, correct?
I have an Autometer A/F ratio gauge in the truck now. I am thinking that between playing with the timing and by adjusting the Map sensor, I can get a stock Chevy fuel/spark curve to fall within the acceptable limits of my engine.
I would like to get this system up and going without having to buy a laptop, build an interface cable, Eprom burner, etc. ahead of time. Eventually this will happen, but It costs money I'd rather spend in the Summer when I have more free dollars.
A few questions:
If I use the ECU to control the spark, does the original distributor position matter? I believe that it does because the ECU is just pulling certain RETARD values out of a few charts and appling them to the timing. So by adjusting the baseline timing of the distributor, I can shift the entire ignition curve up or down, correct?
I have an Autometer A/F ratio gauge in the truck now. I am thinking that between playing with the timing and by adjusting the Map sensor, I can get a stock Chevy fuel/spark curve to fall within the acceptable limits of my engine.
I would like to get this system up and going without having to buy a laptop, build an interface cable, Eprom burner, etc. ahead of time. Eventually this will happen, but It costs money I'd rather spend in the Summer when I have more free dollars.
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