OK.....opinion time here guys. I am new to chip burning....only a few days into it and only a few chips (*** bless zif's and flash proms!) but am having a great time with it and my eyes hurt from reading sooooo many of the older posts.....Thank you to all those that have provided so much detailed info....I'm doing my best to search and read before I go asking a bunch of stupid questions. Here's one for you all though.....Should I first get my feet wet with chip burning and do my best to nail down a 128 BLM understanding fully that as soon as I add a s/c (paxton...please don't flame me for that) all my work will go out the window...OR....install the S/C and then start working on it? I do realize that in order for the car to "see" boost I will have to change to a 2 bar map (have a lot more reading on that to figure it out)...but don't have one at the moment...don't know which one to use...or how it will effect what I see on my laptop using craigs software. So...simply stated..tune 1st THEN add S/c and do it all over again...OR add S/c first and then tune? I'm betting you all say tune 1st...but just thought I'd ask. Car is a 90 305 tpi SD. THANKS TO EVERYONE!

 

I am just getting started also and from what I have done so far I am learning a lot.
I have a lot of parts to put on the car, SLP headers, Accel super ram and base, cam (have not pick one yet), so I want all the experience I can get on burring proms before I put all the parts on the car. I would hate to have to tune a supercharger with out first having done a lot of chips on a stock car and learning all I could. Besides the more tuning I do the better the car runs
J/M O2

 

Start tuning, now.
There is going to be nothing better long term then experience. Your not going to get it all in doing 2-3 chips, it takes some work to get a really correct chip. As you tune and experiment you'll see how dofferent areas effect things and how the effects spill over into other areas. A stock N/A engine is alot more forgiving then a S/C engine. Once you get a good grasp of the N/A stuff then you'll have an appreciation for what timing really means, and will better grasp how little you really might need in a S/C application.

Looking at the www.syty.org site might help you decide on the ecm issue.

 

I fully agree with what Bruce said - the more experience you have, the EASIER it is to tune other setups.

Also, I also concur with Bruce's recommendation of looking at the SYclone's/Typhoon's 7749 ECM swap for your S/C. And since it too is a MAP setup, a lot of what you learned working on the 7730 is directly applicable.

Though I don't recommend this, I also know a couple of guys running Superchargers (with moderate boost) that have chosen NOT to convert and stay with their 7730. They are using a WB O2 sensor though, which has greatly helped them in their fuel tuning and monitoring.

Both have taken a different approach on how to use the 7730. One guy has installed a 2 bar sensor and then "fudged" his injector size/engine size to compensate for the fact that he cannot have a "factor" in his VE tables greater than 100 when under boost.

The other guy is running the 1 bar MAP but engages his PE mode at a very low TPS rating and has "tweaked" the PE %Change AF Ratio vs RPM using the WB O2 sensor to get the right mixture.

Both claim to have good results and quite happy. Though I kind of lean to the method used by the first guy. But it SURE would be nice if someone would modify the SD 7730 Source Code to properly handle a 2 Bar MAP sensor. That's what's REALLY needed.