Try 2 run while breathing in normally, just exhaling everything thru a straw. Then do the same with your mouth and nose wide open.
When you remove the straw an open the nose, you remove the restriction. Same as with exhaust, You found the power that was there all along but it was restricted.
No need for "more fuel" you just made things flow out easy and found its exsiting power by doing so.
Now if you do that with incoming air, yes you will need to add more fuel. Because we all know, more in, more fuel needed.
Obd1 birds were a tad rich from the factory and can handle quite a few mods, esp with a MAF car.
(back in the day, I went mid 11s with a stock chip, 24lb injs an fuel reg set to 51psi)

 

Again, I disagree. Back in the day, I used to do headers on a SB chevy motor, and put bigger jet's in the carb. Same principal.

 

Can you post the BIN from the PROM? IOW, read the PROM and post the results here?

That will be the definitive answer as the injector flow rate is in the PROMs calibration parameters.

Also, a number of years ago we had a TGO member asking about a particular BCC (calibration ID). None of us could find it in the lists of GM calibrations. He also claimed that the engine, even through it was a 305, had larger injectors then the standard 19#/hr.

Another note, didn't GM advertise that a certain option with the '89 305 TPI was a faster model then the standard LB9? IIRC, it also had the 5 speed transmission as part of the option package. This may be the N10 option.

I recall that it had more cam and possibly the 350 exhaust manifolds. Which are larger then the 305 exhaust manifolds.

RBob.

 

ANYX. 9401 comes up as the prom id in autoxray.
I have the ANYX bin somewhere, but someone gave it to me. So I can't attest that it really is ANYX.

 

That's the one. Can you post the BIN or email it to me (bobr @ dynamicefi.com)?

RBob.

 

N10 is dual cats. About the exhaust manifolds, I never heard that before. Does anyone have any pictures of the 305/350 manifold difference. That would be cool. Is it larger internal and external, or just internal ?

 

Here you go single fire 19.48#hr

 

you can check it with bit host, The scan id for a anyx is 9401.

 

This is the same but way different. Way more restrictions with TPI intake so it only flows X amount of air compared to a carbed car.
The MAF and 02 will add a tad of fuel (if needed) and without changing injs but like I said, these cars run a bit rich so if you put headers and exhaust on these cars its pretty much covered.
I honestly think your 22s could be covering up a small prob with your car, like a dirty MAF wire. Do you run a K&N filter??

 

There is a thread floating around here about this. I can never find it tho.

 

I compared the BIN from the blur to the one from tunedperformanc and they are identical. Also both have the scanid of 9401, so it is a good bet that they are ANYX.

I then compared ANYX to APYS, which is a '89 305, 5-spd calibration with a 3.08 rear gear set. There were some but not a lot of differences. Both have the injector flow rate set to 19.5#/hr, with ANYX have slightly higher air flows in the MAF tables (1 - 2%).

The max flow rate table is the same between them.

Other areas are expected to be different such as the upshift light parameters.

From the tech section here on the '89 305 TPI, there are two different HP/TQ rated vehicles. One other difference in the 3.08 rear versus the 3.45 rear. With the higher HP/TQ being for the 3.45 rear:

It just may be that the Accel injectors open slower or are rated differently then the stock GM Multec injectors.

RBob.

 

Is there a difference between the time constants, that the injector is open for ? With the bigger cam, one would think it gets more fuel, from a longer pulse rate.....

 

The injector compensation tables match between them. Only the slightly higher MAF airflows will increase the injector PW. But this is only by 1 - 2 %.

RBob.

 

Cam specs for 1988 & 1989
305 AT
4500 5000 10088155 .350 .384 179 194 109.0 108 -112

305 5spd & 350 AT
5000 5500 10066049 .415 .430 207 213 117.0 116 -118

 

Rob,
Have you ever looked at an aftermarket prom?
I know they richen it up a tad, and obvioulsly change the fan temps. But I wonder if they do anything beyond 1 or 2%.....

I have an SLP prom that I use during the summer time.

 

Have you run your car at the track with the SLP chip with stock timing VS the stock chip with bumped timing and fuel PSI @51?

I used to have the SLP chip with my SLP kit on my 89. It was terrible, had a 5K fuel shutoff and it went slower than the factory chip, every time I ran it.
It also got worse MPG.
I also have a SLP chip in my JY 91 formula 305 5sp car. The car has all the SLP 'kits" parts on it.
I'll be ditching that chip as soon as I get it back together.

 

I don't run the car. The timing and FPR are stock. So it's only SOTP's.

 

Punisher,

Just picked up on this thread. Any chance you could use your flow bench to verify the Inj. Offset v BATT for the Accel #21 injectors running at ~43.5psi?
For some reason, Accel doesn't publish any spec on this injector. And this is a popular sub for the Bosch Multecs that came standard on the LT-5. If you need one maybe I can get it to you. Let me know and thanks.

 

My flowbench is down right now. Over the winter I intend to get it up and running again.

Gentlemen, I can rebuild it, I can make it better, stronger, faster...

But seriously, I have it all tore apart sitting under my bench right now. I have a bunch of new parts I CNC'd at school last year for it and have some plans for a new program to run on the AVR chip that will make it real easy to figure out all the offset settings. I can now do 8 injectors at a time, and have a super accurate and smooth powersupply from a big server computer (170 amps!!). I had solenoid valve manifold from some automation equipment to auto-drain the 400cc 3' tall tubes individually, but I decided to use it for the auto oiling system on my CNC mill i'm retrofitting(another big project).

so basically the new bench will have computer controlled voltage and fuel pressure, both of which will be read on an 11 bit ADC and I can run batch fire or sequential to minimize fuel system pulsing errors.
Unfortunately this is like #4 or 5 on my to do list right now. I have a CNC mill to get operational, a 6L swap to finish in my suburban, a V8 corvair rear suspension to finish up for my dad, and then the flowbench.

So I'm thinking this coming spring time it should be working and generating data. That's my plan at least, right now I'm way behind on where I planned to be right now. Moving, changing jobs, finishing school, family stuff, it all tends to mess up my plans.

 

This is an old thread but here's some good info:

Best not zero out PW offset table (0x40B) as it could create problems (see https://www.thirdgen.org/forums/diy-...0-w-first.html)

Here's the specs I've got from FIC for the Low PW offset table (on the left column). Converted to match 7730 (on the right column). This is at 43.5psi FP for LS1-2-6 engine. Check out the attached excel file for more info.

*BPW µsec* /// *BPW µsec*
0.486 328.353 //// 0.488 327.6 (320.4)
0.608 282.836 //// 0.732 242.5 (244.1)
0.669 262.343 //// 0.976 175.0 (167.8)
0.729 243.411 //// 1.220 126.5 (122.1)
0.790 225.483 //// 1.460 102.3 (106.8)
0.851 208.191 //// 1.710 83.5 (76.3)
0.912 191.583 //// 1.950 74.2 (76.3)
0.973 175.766 //// 2.200 62.2 (61.0)
1.033 160.667 //// 2.440 50.8 (45.8)
1.094 146.830 //// 2.690 41.7 (45.8)
1.155 135.486 //// 2.930 32.9 (30.5)
1.216 126.939 //// 3.170 23.7 (30.5)
1.277 120.179 //// 3.410 15.8 (15.3)
1.337 114.128 //// 3.660 5.8 (0.0)
1.398 108.247 //// 3.900 0.0 (0.0)
1.459 102.410
1.520 96.658
1.581 91.269
1.641 86.794
1.702 83.769
1.763 81.930
1.824 80.178
1.884 77.598
1.945 74.415
2.006 71.504
2.067 68.920
2.128 65.996
2.188 62.727
2.249 59.803
2.310 57.219
2.371 54.308
2.432 51.125
2.492 48.546
2.553 46.808
2.614 45.072
2.675 42.506
2.736 39.409
2.796 36.843
2.857 35.106
2.918 33.370
2.979 30.805
3.040 27.721
3.100 25.242
3.161 23.850
3.222 22.959
3.283 21.567
3.343 19.087
3.404 16.004
3.465 13.439
3.526 11.702
3.587 9.965
3.647 7.401
3.708 0.000
3.769 0.000
3.830 0.000
3.891 0.000
3.951 0.000
4.012 0.000

 

Yes & no, the reason you had issues was that you are using the GM offset values. In this case need to add some offset at low PWs.

The data that I have been providing comes from Ford data sheets. Their ECMs handle the injector offsets differently then the GM ECMs.

RBob.

 

Thanks for the explanation