Anyone have experience with this, i'm thinking about buying so i can get my car to run right or either go to carb.

 

there are some postings past week or so from someone that is running it on a 454 vette. check DIY for the posts. I would not hesitate if I could afford. I have been struggling (successfully) to tune my dual TBI past couple months. I am running the dual throttle body XRam on 84 Vette. just wondering i i would have been better off that route or with edelbrock unit, both TBI.

 

OBTW. I would never consider carb unless I had carb car originally.

 

Bollox,

Check here, Doug is an engineer at Holley. He can answer any questions you may have.

http://www.chevytalk.org/threads/pos...t=&Board=UBB12

Regards,
Gary Anderson

 

Thanks for the replies guys and the link they are all helpful, right now i'm just starting my research on it and trying to figure out if it's the right route for me to go. I've got some other problems with the car that i need to sort out and then i'll decide what i need to do to get the most out of the motor i have or switch to something else.

 

I have the C950 & I love it. You can't beat it for the price. There are rumors that Holley is going to offer a wide band O2 as an upgrade.

 

rumours???
http://www.holley.com/HiOctn/ProdLin...A/950-125.html

 

I had to add the U on rumours cuz im canadian eh

 

The race upgrade has the provision to except wide band sensor output, but does not provide the sensor or the control hardware. Holley is considering offering the WBO2 & race upgrade as a package.

 

Now I am thinking of going to the commader but people say it won't perate the VSS, trans TC, and cruise control, and speedo. The commander said it operates the deceleration fuel cutoff that should be the VSS right? And is my cruise done by computer I thought it was vaccum. I have a 1991 Z-28. Thanks.

 

I can answer part of your question. Your current ECM ('730, TPI correct?) buffers the AC signal from the vehicle speed sensor (VSS). It uses the input internally for vehicle speed. This is what is used for the TCC and DFCO.

The ECM outputs the buffered speed sensor signal as two pulse streams. One goes to the speedo to run that, the other goes to the cruise module so it knows the vehicle speed.

If going to a 950 you can buffer and provide the VSS pulse streams by using a 4-out buffer box. These were used in many GM vehicles including the TBI f-body's and Caprices. That helps there but you still lose the TCC control.

RBob.

 

Leave in the factorey set up and just add the 950 with the holley harness. And pull the check engine bulb.

 

How do you leave the factory ECM in when the holley one hooks up to the sensors? Does not make sense

 

No you use holley sensors independent of the oem units. Trust me mine is set up this way.

 

You can easilly re-pin the harness with a diagram and a few hours of work, to work with the Holley ECU. all the sensors they send you are the same you already have.

In fact you can buy the Holley ECU Alone from Summit, for $550 right this second. then with the above re-pin and find someone to give you the software your done. This is what I've done the second time around, first time around I had no idea the sensors were the same... but they are.

 

i dont really know anything about the 950, so can someone tell me how well it works with boosted cars?

 

you pick up a 2bar or 3bar map from somwhere for less than $55~ and tell the commander you have it and your done.

well then you have to tune it. but its really just that easy.

 

I within the past month have fired up my blown motor and put 1200 miles on it tuning the standard commander 950 with tech edge wide band v2.0.

However , I just got the new pro firmware/software which allows closed loop with wideband among many other things. I havent put it back in thanks to wonderful ohio weather , but this new pro versions features are very impressive. The pro version can be used with the holley ntk wb sensor or it can be programed to use third party wb sensor controllers like mine from www.wbo2.com

I am running tbi , but if you are running mpi there is a new feature that allows you to run huge injectors. You can select to fire the injectors once per revolution , or once every two revolutions. This helps huge injectors at Idle.

Also if you run boost you must run speed density , but with the new pro software during any rpm setting and below of your choice the ecu can run alpha -n and switch to speed density above selected rpm which can also aid idle conditions because alpha -n uses reads tps instead of map.

Another feature with the new software is load scale where you can define the the "y" axis or map scale axis. Depending what boost amount you run you can define the y axis so that it meets your values of boost.

I would say on a blown motor especially the new pro unit with wideband is a good start to max hp.

 

614streets:

Is the Pro software/firmware that you are speaking of, is it the "race" upgrade, or the new $100 upgrade for the wideband that is coming out next month?

 

can some explain again when the tbi injectors(2) fire on a "revolution" basis? Is this the same with all tbi cars? all ECU's? do they fire alternately? can they be confiqured to fire same time? i believe that is one of the limiting factors on HP as the BSFC is set for a specific engine confiquation and the injector size max( 90 lbs x2).

Is 320-340 HP considered to be the limit for TBI?

i am aware the FP can be cranked up. I think that some of you are at 20 lbs. i blew 2 diaphragms back to back(too high fuel press?) so am leary of high FP. i am removing the FP diaphragms and using cover plates with external FPR this spring. I think I am at 270-280 engine HP now. A/F is 12.1/1 with wide band verification. will swap in a diff cam this spring which i believe will take engine rpms from 5100 to 5500. i will up the FP from 9 where i am at now to whatever? comments please.

 

The Pro upgrade is basically the race upgrade with ADDED features, not just a wideband upgrade.

 

614 streets does your engine have to crank over about 10-12 times before it fires like mine?

 

Mine used to do that until I switched to a MSD crank trigger. I beleive it has something to do with how it reads the signal from the ignition module. Since all that was eliminated with the CT, it fires right up in 2-3 revs.

 

Well im gonna start priming the plenum with fuel because its rediculous, i keep killing alternators like this

 

Been out of town for a bit, yes I got the new "Pro" upgrade for the wideband , before it was released.

 

For me longer than with the stock ecm. I have a high initial advance at 25 degrees. Start retard normally does wonders for quick starts.