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hengls upgrades (11th Aug 08 at 5:09am UTC)
flat bed mod {Grin}
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along with that comes few extra ponys

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how about a warm glass of shut the hell up?!

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Re: hengls upgrades (11th Aug 08 at 6:09pm UTC)
sweet, are the fans going to blow down or up?

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Re: hengls upgrades (11th Aug 08 at 10:14pm UTC)
Nice! So did you end up with an LT1 or an L98 with the TPI? Just woundering because you were asking about TPI parts and they wont work with the LT1 unless you get special heads. {Wink} And if its TPI is it Mass Air or Speed Density?

Little 04 Rubicon, 5.13 gears, Home brew Highline on 36's Beat to hell and almost paid off... Happiness is Rock Crawling in your "Daily Driver"..... kinda.


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Re: hengls upgrades (12th Aug 08 at 7:13am UTC)
 
sweet, are the fans going to blow down or up?

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Re: hengls upgrades (12th Aug 08 at 7:15am UTC)
 
Nice! So did you end up with an LT1 or an L98 with the TPI? Just woundering because you were asking about TPI parts and they wont work with the LT1 unless you get special heads. {Wink} And if its TPI is it Mass Air or Speed Density?

93 LT-1 out of formula firebird , find me a computer
also you tell me is it mass air or speed density ? What is better ? why ? cause i'll have the speed part too Smiley

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Re: hengls upgrades (12th Aug 08 at 10:09pm UTC)
do you have the wiring harness?

Little 04 Rubicon, 5.13 gears, Home brew Highline on 36's Beat to hell and almost paid off... Happiness is Rock Crawling in your "Daily Driver"..... kinda.


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Re: hengls upgrades (12th Aug 08 at 10:11pm UTC)
lets see some more pics of whats going under the hood :flipoff:

Rigless but I do have a 63 caddy now!
Trying to find a rig asap is in the works

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Re: hengls upgrades (12th Aug 08 at 10:19pm UTC)
Hope your ready to do some homework. Your motor was originally speed density and I just threw away a computer that would have worked for your ride.... Enjoy.

Speed Density

Speed Density systems accept input from sensors that measure engine speed (in rpm) and load (manifold vacuum in kPa), then the computer calculates airflow requirements by referring to a much larger (in comparison to an N Alpha system) preprogrammed lookup table, a map of thousands of values that equates to the engine’s volumetric efficiency (VE) under varying conditions of throttle position and engine speed. Engine rpm is provided via a tach signal, while vacuum is transmitted via an intake manifold-mounted Manifold Air Pressure (MAP) sensor. Since air density changes with air temperature, an intake manifold-mounted sensor is also used.


Production-based Speed Density computers also utilize an oxygen (O2) sensor mounted in the exhaust tract. The computer looks at the air/fuel ratio from the O2 sensor and corrects the fuel delivery for any errors. This helps compensate for wear and tear and production variables. Other sensors on a typical Speed Density system usually include an idle-air control motor to help regulate idle speed, a throttle-position sensor that transmits the percentage of throttle opening, a coolant-temperature sensor, and a knock sensor as a final fail-safe that hears detonation so the computer can retard timing as needed.

GM’s Tuned Port Injection (TPI) set-ups used Speed Density metering from 90-92, as did 91-93 LT1 engines. All 86-87 and 88 non-California Ford 5.0L-HO engines used Speed Density metering. Most Mopar fuel- injection systems have used Speed Density too.

Because a Speed Density system still has no sensors that directly measure engine airflow, all the fuel mapping points must be preprogrammed, so any significant change to the engine that alters its VE requires reprogramming the computer.

Mass Flow
By contrast, Mass Air Flow (MAF) systems use a sensor mounted in front of the throttle body that directly measures the amount of air inducted into the engine. The most common type of mass-flow sensor is the hot wire design: Air flows past a heated wire that’s part of a circuit that measures electrical current. Current flowing through the wire heats it to a temperature that is always held above the inlet air temperature by a fixed amount. Air flowing across the wire draws away some of the heat, so an increase in current flow is required to maintain its fixed temperature. The amount of current needed to heat the wire is proportional to the mass of air flowing across the wire. The mass-air meter also includes a temperature sensor that provides a correction for intake air temperature so the output signal is not affected by it.

The MAF sensor’s circuitry converts the current reading into a voltage signal for the computer, which in turn equates the voltage value to mass flow. Typical MAF systems also use additional sensors similar to those found in Speed Density systems. Once the electronic control module (ECM) knows the amount of air entering the engine, it looks at these other sensors to determine the engine’s current state of operation (idle, acceleration, cruise, deceleration, operating temperature, and so on), then refers to an electronic map to find the appropriate air/fuel ratio and select the fuel-injector pulse width required to match the input signals.

GM used MAF sensors on the turbo Buick V-6 Grand National, 85-89 TPI, 94-98 LT1, 96 LT4, and all LS1 engines. Ford has used MAF metering on 88 California 5.0L engines and all 89-and-later V-8 engines.

MAF systems are much more flexible in their ability to compensate for engine changes since they actually measure airflow instead of computing it based on preprogrammed assumptions. They are self-compensating for most reasonable upgrades, as well as extremely accurate under low-speed, part-throttle operation. On the other hand, the MAF meter, mounted as it is ahead of the throttle-body, can become an airflow restriction on high-horsepower engines. On nonstock engine retrofits or EFI conversions on engines never produced with fuel injection, it may be hard to package an MAF meter within the confines of the engine bay and available intake manifolding.


Which Is Best?
In a perfect world, virtually all street-performance engines would use Mass Air, due to its superior accuracy and greater tolerance for engine changes. In the past there was a problem on high-horsepower engines because larger-capacity MAF sensors were scarce and prohibitively expensive. Nowadays, oversize MAF sensors are available from Pro-M, Granatelli Racing, and other sources that are compatible with Ford engines and computers. Custom MAF calibration keyed to the specific vehicle, engine, and injector size is also available. With a correctly calibrated oversize meter, reflashing the Ford computer usually isn’t required. (However, before you run out for a larger Ford MAF meter, Fast Track Performance points out that the first limiting factors are the puny Ford 19 lb/hr injectors, which can only support about 320 hp.)

Some oversize MAF meters have also become available for the second-generation (’94-and-later) GM MAF systems, but the selection isn’t as broad as for the Ford guys. The GM MAF engine management computer isn’t as adaptable as Ford’s. Although it will accept larger MAFs, you can’t go up and down more than one injector size with reflashing the computer.

Bigger MAF meters are not readily available for old GM TPI systems, but Granatelli says it is possible to adapt Ford meters to them via a conversion wiring harness. Custom calibration is required, so Granatelli prefers to do the changeover in-house.

For radical engines or engines never produced with fuel injection, an aftermarket user-programmable computer system is usually preferred. Unfortunately, the more-or-less affordable aftermarket systems—including ACCEL/ DFI, Speed-Pro, and Holley—are Speed Density–based and don’t support Mass Air metering. Those systems that do—including Electromotive, Motec, and Pectel units—are more costly, sometimes considerably so. However, Westech Performance reports that it is possible to use Pro-M’s adjustable Optimizer MAF meter and a stock Ford Mustang computer with Ford’s EPEC piggyback programmable unit to run Mass Air on any engine.

If it is not practical to use MAF on your engine due to packaging or hardware constraints, the programmable Speed Density systems are the next best choice because production-based Speed Density systems won’t tolerate major engine changes without computer reprogramming, which usually requires the services of an outside specialist; if the reprogrammer isn’t specifically familiar with your combo, the end results may be less than satisfactory.

On radical engines (those with cam duration over 240 degrees at 0.050 or less than 10 inches of idle vacuum), even user-programmable Speed Density systems have difficulty due to an erratic or insufficient manifold vacuum signal. If the application is for a race car operated primarily under full throttle, N Alpha is the solution. If you intend to drive on the street, a system that blends N Alpha with Speed Density—varying which is in control per specific operating point and conditions—may be the answer. The higher-end aftermarket systems, including Electromotive’s, support this option.

As electronic engine-management system usage becomes more widespread in the car crafting community, prices and ease of use should become more user-friendly. Already, the latest Gen VII ACCEL/DFI system has the ability to construct its own baseline fuel curve, and the new user programming interface is a full-fledged, Windows-compatible program.

Little 04 Rubicon, 5.13 gears, Home brew Highline on 36's Beat to hell and almost paid off... Happiness is Rock Crawling in your "Daily Driver"..... kinda.


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Re: hengls upgrades (12th Aug 08 at 10:24pm UTC)
If worst comes to worst, you can get a aftermarket intake manifold and run a carb.

Little 04 Rubicon, 5.13 gears, Home brew Highline on 36's Beat to hell and almost paid off... Happiness is Rock Crawling in your "Daily Driver"..... kinda.


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Re: hengls upgrades (13th Aug 08 at 2:59am UTC)
hengl has never read that much in all his life compiled. neither have I.

Cliff's Notes:

-You're fucked... shoulda bought another 4.3 {Grin}

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Re: hengls upgrades (13th Aug 08 at 5:01am UTC)
I have a connection on computer programing/chip burning too {Wink}

Little 04 Rubicon, 5.13 gears, Home brew Highline on 36's Beat to hell and almost paid off... Happiness is Rock Crawling in your "Daily Driver"..... kinda.


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Re: hengls upgrades (13th Aug 08 at 5:20am UTC)
{Shocked} my eyes are sore , what magazine did you get that out of ? sound way too intelegent for you so i got my computer today just waiting on the VATS module . what do you know about that ? and i will be runing mine at Alpha all the time
(that means full throttle rite) {Grin} and all i know is todays special Smoked five O :flipoff:

Many thanks to all my sponsors and Pit crew ,
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Re: hengls upgrades (13th Aug 08 at 5:23am UTC)
 
lets see some more pics of whats going under the hood :flipoff:

oh nothing , i heard by moving your radiator to the back you gain 100 horsepower :flipoff:

Many thanks to all my sponsors and Pit crew ,
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Re: hengls upgrades (13th Aug 08 at 5:36am UTC)
I had to bypass the vats (vehicle anti theft system) because my 85 Camaro was not equiped with it and the new computer I put in was. I had the guys at speed scene wiring take care of that for me. {Wink}

Little 04 Rubicon, 5.13 gears, Home brew Highline on 36's Beat to hell and almost paid off... Happiness is Rock Crawling in your "Daily Driver"..... kinda.


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Re: hengls upgrades (13th Aug 08 at 5:39am UTC)
Heres what you need to know about N Alpha....

N Alpha
A relatively simple design, N Alpha systems use only engine speed and throttle angle to calculate the amount of fuel needed by the engine. This system doesn’t measure airflow directly; instead, engine load is assumed based on throttle-angle versus engine rpm. The various load-rpm points make up the computer’s lookup table, with the amount of fuel needed at each point manually programmed by the tuner. N Alpha systems work well on engines that operate primarily at wide-open throttle—such as race cars—but are much less accurate at part-throttle than more sophisticated systems because of their relatively simple fuel map. They generally do not have a closed-loop mode for air/fuel correction, resulting in part-throttle calibration that is crude at best when compared to other systems. This also makes them incompatible with modern catalytic converters. Any significant engine change requires remapping.


Little 04 Rubicon, 5.13 gears, Home brew Highline on 36's Beat to hell and almost paid off... Happiness is Rock Crawling in your "Daily Driver"..... kinda.


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