Speed Density on my 85 TPI
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From: Readsboro, VT
Car: 85 IROC-Z / 88 GTA
Engine: 403 LSx (Pending) / 355 Tuned Port
Transmission: T56 Magnum (Pending) / T5
Axle/Gears: 3.42 / ?
Speed Density on my 85 TPI
I was planning on following Mike Davis' website and converting my 85 TPI to the later-model MAF setup, but everybody is screaming to just go right to Speed Density, which doesn't sound like a bad idea. But, I don't think I really want to repin my 85 harness to work with the SD computer. I just see too much potential for a mistake that could take forever to find. So... on to my question.
What's it going to take to put a speed density harness into my car? The changes that I can think of under the hood include the alternator and a/c compressor wires (Mine are on opposite sides of the car). Anything else?
My main concern is under the dash. How much cutting & splicing have I got to do to get my ignition & gauges functional? Somebody here must have done this swap. Thanks.
What's it going to take to put a speed density harness into my car? The changes that I can think of under the hood include the alternator and a/c compressor wires (Mine are on opposite sides of the car). Anything else?
My main concern is under the dash. How much cutting & splicing have I got to do to get my ignition & gauges functional? Somebody here must have done this swap. Thanks.
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Joined: Jul 1999
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From: The Bone Yard
Car: Death Mobile
Engine: 666 c.i.
The reason people advocate the SD ECM vs the MAF ECM is if (or should I say when) you want to tune the fuel tables, it is much easier for SD since you only affect a particular load/rpm. Altering the MAF Scalar Tables is not something that should be tried by someone just learning to burn eproms.
Also, if you are running a large engine or an engine that will pull high rpms, you may find that you are maxing the MAF to 255 gm/sec before you ever hit peak HP. However, I've been helping a friend with a fairly potent 383 and I've found that by using the PE tables, I can compensate for the maxing of the MAF. We just have to build a WB O2 Sensor so we can "tune" it properly.
If you like your MAF system, then just go with the 165. Yes there are advantages (and instances) where you may need to go SD. I personally find it far easier to tune the fuel tables in SD and for that reason I am "pro" SD. But you'd be amaze how far you can push the MAF system.
Also, if you are running a large engine or an engine that will pull high rpms, you may find that you are maxing the MAF to 255 gm/sec before you ever hit peak HP. However, I've been helping a friend with a fairly potent 383 and I've found that by using the PE tables, I can compensate for the maxing of the MAF. We just have to build a WB O2 Sensor so we can "tune" it properly.
If you like your MAF system, then just go with the 165. Yes there are advantages (and instances) where you may need to go SD. I personally find it far easier to tune the fuel tables in SD and for that reason I am "pro" SD. But you'd be amaze how far you can push the MAF system.
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Joined: Jul 1999
Posts: 1,827
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From: Indianapolis, IN
Car: 2000 Trans Am
Engine: LS1
Transmission: T56
I thought Mike had all the repinning instructions on his website??
Its not too hard to follow as long as you are careful and triple check all your terminals.
You could always just build the adapter harness. That would work simple enough I think.
I say do the SD conversion as well. MUCH less headache and easier to do PROM's.
Its not too hard to follow as long as you are careful and triple check all your terminals.
You could always just build the adapter harness. That would work simple enough I think.
I say do the SD conversion as well. MUCH less headache and easier to do PROM's.
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