Paging zwede
Race Director
Joined: Sep 1999
Posts: 11,360
Likes: 382
From: Plano TX
Coming along nicely. I got all the basic mapping done and I'm driving the car daily. Currently installing a L88 cold air induction, and after that I'm off to the dyno for WOT tuning.
What it will do on the dyno is anyones guess. I already know the ports are undersized (smaller than my oval port heads), so if it seems low on power on the dyno, I will have to pop the intake and open up the ports.
What it will do on the dyno is anyones guess. I already know the ports are undersized (smaller than my oval port heads), so if it seems low on power on the dyno, I will have to pop the intake and open up the ports.
Thread Starter
Melting Slicks
Joined: Jun 2000
Posts: 3,215
Likes: 6
From: Tampa Florida
Are you finding the mapping to be relatively easy or tedious?
Does the engine respond to your changes readily?
I would much rather play with a laptop than mess with jets, etc. as long as there is a difference and from what I have read in magazines that torque and driveability is significantly improved.
Does the engine respond to your changes readily?
I would much rather play with a laptop than mess with jets, etc. as long as there is a difference and from what I have read in magazines that torque and driveability is significantly improved.
Race Director
Joined: Sep 1999
Posts: 11,360
Likes: 382
From: Plano TX
It is a tedious prcess, but then this is my first EFI mapping project, and I'm learning a lot. I wish Holley gave better instructions and basemaps, as I feel I have to 'rediscover' the wheel sometimes. Holley has maps on their webpage, but most of them seem half done. I.e. the fuel map is mapped, but timing is the same all over the load range (only good for WOT), acceleration enrichments are all at default, as well as cold start settings, idle etc. It didn't take long at all to get the car running, but getting that last bit of smooth driveability for all air temps and coolant temps took some time.
I would do it all again in a hart beat, though. It's 100F here in Dallas, and it's great to sit in an airconditioned car playing with a laptop.
The EFI really does give better driveability than a carb. I had a total of 4 different carbs on my car (Q-jet, Holley 750, Demon 850 and a edelbrock 800). I wasn't happy with any of them.
Don't expect more peak power than a carb, but EFI will make it more enjoyable on the street.
Markus
I would do it all again in a hart beat, though. It's 100F here in Dallas, and it's great to sit in an airconditioned car playing with a laptop.
The EFI really does give better driveability than a carb. I had a total of 4 different carbs on my car (Q-jet, Holley 750, Demon 850 and a edelbrock 800). I wasn't happy with any of them.
Don't expect more peak power than a carb, but EFI will make it more enjoyable on the street.
Markus
Burning Brakes
Joined: Jul 1999
Posts: 1,013
Likes: 0
From: Austin TX
What I did was just get my car running decent and then drove to a chassis dyno with a wideband O2...I found trying to tune with the regular O2 not accurate enough. 2 hours on the chassis dyno and the tuning was near perfect...a little fine tuning at the track and you're done( well we're never done really 
)
Zwede, you chassis dynoed before, right? I'm curious to see what the difference are carb vs efi.
I bet the throttle response is like no carb could do.
I'd like to get back on the chassis dyno myself this week if I can get an appt...need to see if bigger headers were worth it!
)Zwede, you chassis dynoed before, right? I'm curious to see what the difference are carb vs efi.
I bet the throttle response is like no carb could do.
I'd like to get back on the chassis dyno myself this week if I can get an appt...need to see if bigger headers were worth it!
Race Director
Joined: Sep 1999
Posts: 11,360
Likes: 382
From: Plano TX
Rich,
Yes, I have done quite a few dyno pulls in the past. Added up my dynojet files and got about 200 pulls (!)
I do need to head to the dyno and dial it in. I've been lazy. However, with temps in the 100F range, I don't look forward to spending a couple of hours on the dyno. I'll try to take a morning off and do it while the temps are only in the 80's. :rolleyes:
Another bummer is that the dyno I go to doesn't have a wideband. I'll have to do the trial and error method of finding the best tuning. I'm a little worried that my injectors are getting closed to maxed out. I have to enter pretty high numbers just to not run lean at WOT. My values are in the 120-130 range and I think they should be more at torque peak. Probably 140. I tried 115 at 2000 rpm, and the O2 showed lean.
I'm running 30# injectors that Holley lists for up to 550 hp. It would be cool if I'm making close to 550 hp, but I don't really think I am???
Yes, I have done quite a few dyno pulls in the past. Added up my dynojet files and got about 200 pulls (!)
I do need to head to the dyno and dial it in. I've been lazy. However, with temps in the 100F range, I don't look forward to spending a couple of hours on the dyno. I'll try to take a morning off and do it while the temps are only in the 80's. :rolleyes:
Another bummer is that the dyno I go to doesn't have a wideband. I'll have to do the trial and error method of finding the best tuning. I'm a little worried that my injectors are getting closed to maxed out. I have to enter pretty high numbers just to not run lean at WOT. My values are in the 120-130 range and I think they should be more at torque peak. Probably 140. I tried 115 at 2000 rpm, and the O2 showed lean.
I'm running 30# injectors that Holley lists for up to 550 hp. It would be cool if I'm making close to 550 hp, but I don't really think I am???
