OK I tried and for about two hours and cannot find answers to my base questions and in fact found MORE questions.

I was going to run a MAF TPI system with the 1227165 PCM. In fact I got 4 of them, two with the VAT removed.

Butmy 7165 is a non-learning PCM, and that the 7730 PCM is much better and faster…BUT is it a learning PCM??

I had long planed on getting the Dymatic PCM card but now with it running over $500.00 feel it is too costly for what I want. After all ONCE everything is tuned I will not need all the features it has. It will be a set it and then forget it.

I also plan on running what used to called Lear Burn Cruse or now called Highway Mode, so is that feature still in the 7730 PCM?? And can Highway Mode be fine-tuned??

There is an article about converting the 7730 to a MAF does it work and work well?

And more treads on converting a 7730 to AMF and swapping it in place of a 165?

Also just in case can the 165 PCMs have its Highway Mode tuned?

Here is what I am building, a low RPM 383, to have its torque peek at 2000 RPMs. It is for a custom 93 Chevy van and I will be doing things to get the engine cursing at 80MPH at 1700 RPMs. Either a add on second Over Drive, or 6L80 with a special rear end with a possi and 2:41 gears.

I am running the stock 193 heads, a 1990 Caddy 350 roller cam that does that.

And a stock 88 Corvette TPI with new 22LBS Injectors.

My aim is for the best POSSIBLE MPG in a big G20 Van.

 

Yes you can repin a maf harness to use a 730. Need the 3rd connector for 730. It works well. Just gotta find an ecm and the connector for it

nothing is self tuning. They do have memcals which i believe are suppose to “learn” some regarding fuel trim changesbut its limited imo. Its not a self tuning deal

yes highway mode is in 165 maf stuff. I never used it however

 

Thanks for responding.

Yes but are the highway mode in the 7730??

And can you still run a MAF with a 7730?

Rich

 

For what you are doing MAF makes more sense. Stay 165

 

Thanks.

I am thinking that too.

Last major question, is the Highway Mode adjustable in the 165PCM??

Rich

 

Yes there are several settings you can play with

 

Great, that was one of the MAIN things that I was going to buy a DymaticPCM board for.

After all ONCE everything is tuned I will not need all the features it has. It will be a set it and then forget it.

That will save me $500.00.

I can then work on fitting a old Borg Warner Over Drive off a old 3 speed transmission, giving me a 5th gear and more or less a final drive ratio around 2:20 to 2:40 something. It can also give my a total of 8 gears by gear splitting, but I do not see that being used much.

Rich

 

You should reach out to TequilaBoy on Corvetteforum.

Him, among others, have had really good success with Ford MAF sensors and modified code.

-- Joe

 

Hah... you'd be surprised. I have a gear vendors behind my TH700R4 and I'm addicted to gear splitting. For example, when I'm in situations where I'd ordinarily be stuck accelerating in 3rd gear (too high an RPM to downshift into 2nd), but then I can use the GV downshift into "2nd-over", the difference in "seat of the pants" acceleration is literally breathtaking... Instead of being stuck with a final drive ratio of 3.42 in that particular situation (which is my rear axle ratio), I get a final drive ratio of 1.6 x 0.78 x 3.42 (2nd gear ratio x GV ratio x axle ratio) = 4.26! I don't stay in 2nd over for very long given how fast it winds up, BUT I get to upshft back into 3rd at a much more advantageous rpm than if I had started accelerating in 3rd gear in the first place, so it actually makes 3rd gear more effective as well.

It's even more dramatic when I'm in 2nd gear and have 1st-over to downshift into.

During normal driving, yeah, I typically just let the transmission shift on it's own without the GV. But when I want to have some fun, it's too addicting to not use it.

My wife's Infinity QX60 has an 8 speed transmission and you get the sense of just what kind of advantage these newer cars get from how they're geared.... how much more they're able to do with smaller engines. It's no powerhouse per se (nowhere close to the Camaro even when I only had the TH700 by itself), but in "sport mode" it's actually pretty respectable for an SUV. But now that I've "evened the odds" with an 8-speed transmission of my own, the Camaro would absolutely annihilate that thing... lol

 

WOW thanks for reaching out to me...nice to read.

So how has your MPG improved in 4th/overdrive or 5th?

Reading that over is your GV a underdrive or a over drive?

Rich

 

Before I had the GV, I was getting about 27 mpg on the highway (making use of the highway mode and my WB O2 sensor), dialing in a light throttle cruise AFR of about 16:1.

With the GV switched on, I'm getting about 28-29 mpg. It wasn't a huge improvement (and I certainly didn't do it for gas mileage) but it's something nonetheless. OD with the GV on is essentially 8th gear. The GV itself has a ratio of .78:1. So when the GV is switched on, it's like cruising with a 2.66 axle ratio rather than 3.42.

I've heard people say a GV on the back of a TH700/4L60E is too much... but I'm telling everyone that's not at all the case.

 

Not as good of news I was hoping for, what was your RPMs and MPH??

And did you record your MPG before the Lean Cruse??

My van has what seems to be 343, so Guess it might be 342.

Rich

PS The Borg Warned over drive is .70.

 

If I recall the mpg before lean cruise was about 24-25 mpg. So between lean cruise and the GV, I got about 4mpg.

At 70 mph before GV i was doing about 2400 rpm. With GV active I'm doing about 1900.

Again, the performance boost is much more bang for the buck than the mileage boost.

 

ULTM8Z - How well does the GV OD unit fit in the tunnel? Could you post any pics?

 

Well keep in mind my car is a 2nd gen. I dont know how it fits into a 3rd gen. You could probably call them and ask. They knew exactly what I had to do to make it fit into my tunnel.

 

OK as you like power, I am betting your engine is more a hot rod?? Like a hotter cam, and so on??

If so you torque peek could be around 2800 to 3500, which would mean at 1900 you lugging your engine...running too far under your torque peek which sadly will give you bad MPG.

As I understand such things...

Rich

 

The cam is 212 @.050 on the intake. AFR 180 heads and a Miniram intake. It does very well at that cruising rpm actually.

 

You can move your torque peak simply by restricting/unrestricting the engine's accessible air. You can also target your usable RPM with a rear gear swap. From there you can tune for a leaner condition in your targeted area with any ECM. You won't break any mpg records mind you, but if that is what you're after, it should do the trick. Knew a guy in the Grand National world who averaged over 50-mpg cross country in a 3800 pound G-Body by focusing on just that...

- Rob

 

My plan is to gear the van for fewer than 2000 RPMs at cruse speed of 75/80MPH. I plan on doing that by adding a second Over Drive. Current transmission is a 4L60E and the stock 343 rear end. A second over drive will give me the equal to a final drive ratio of 2:35. Cursing at 75 MPH at about 1700 RPMs, and with my low RPM motor it will not be lugging. This will be a removed old Borg Warner .70 OD unit from a 50s/60s three speed w/od.

Second as a way to reduce incoming air I am looking in to taking control of the ERG and allowing extra EGR in to the chamber. As I understand it I want to displace incoming air and gas to the point I need to apply more throttle to overcome the power loses to the point I am NOT running at a high vacuum and thus have lower pumping loses.

Also I am have a special cam made up, is a Towing cam with @.050 203 208 duration, 410 425 lift W/1.5 lifters and 113 or 114 lobe separation.

I am told it will make power from 1000 to 4500.

Rich