Just did a 350 swap in my ’86 with CCQ. Should I consider a Chip upgrade? Where would
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Joined: Jun 2013
Posts: 31
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From: Woodinville, WA
Car: 1986 Firebird
Engine: 305
Transmission: T5
Axle/Gears: 3.42
Just did a 350 swap in my ’86 with CCQ. Should I consider a Chip upgrade? Where would
Hope this is the right subforum.
So I recently swapped out my decent running, but oil-burning 220K mile 305 with the 260hp GM 350. Car is a 5 speed with 3:42 (non-posi) gears. CAT and AIR are gone, otherwise everything else I kept (CCQ, Distributor, intake EGR). I wanted to keep it very stock looking and run as much original equipment as possible.
It was a SUPER easy swap, and the power-for-money upgrade was totally worth it. Basically a total bolt-in minus a two Sensor adapters, and a new flywheel. Swap only took 2 days. The exhaust was next, and I had a custom exhaust with 2.25 duals into 3in single, running into a Magnaflow with 2.5in tips. That REALLY woke the engine up.
I like to do these things right, and so as I said, I kept all of the original computer equipment. Stock CCQ and Distributor were retained, and the car fired RIGHT up. Went back and tuned the mixture screws with a dwell meter, and set the timing using the Chiltons procedure. I did increase the non-connected baseline from 6 deg BTC to 10 deg BTC to give me a little more timing.
At this point I feel like a computer tune would really help. With a bigger engine and better exhaust, I'm thinking there has to be a more aggressive timing and fuel curve I can run.
Does anyone do that kind of work anymore? I haven't read good things about the older aftermarket chips, so I'm hoping there is someone who still does this work.
If there are any other tips they would be greatly appreciated.
So I recently swapped out my decent running, but oil-burning 220K mile 305 with the 260hp GM 350. Car is a 5 speed with 3:42 (non-posi) gears. CAT and AIR are gone, otherwise everything else I kept (CCQ, Distributor, intake EGR). I wanted to keep it very stock looking and run as much original equipment as possible.
It was a SUPER easy swap, and the power-for-money upgrade was totally worth it. Basically a total bolt-in minus a two Sensor adapters, and a new flywheel. Swap only took 2 days. The exhaust was next, and I had a custom exhaust with 2.25 duals into 3in single, running into a Magnaflow with 2.5in tips. That REALLY woke the engine up.
I like to do these things right, and so as I said, I kept all of the original computer equipment. Stock CCQ and Distributor were retained, and the car fired RIGHT up. Went back and tuned the mixture screws with a dwell meter, and set the timing using the Chiltons procedure. I did increase the non-connected baseline from 6 deg BTC to 10 deg BTC to give me a little more timing.
At this point I feel like a computer tune would really help. With a bigger engine and better exhaust, I'm thinking there has to be a more aggressive timing and fuel curve I can run.
Does anyone do that kind of work anymore? I haven't read good things about the older aftermarket chips, so I'm hoping there is someone who still does this work.
If there are any other tips they would be greatly appreciated.
Joined: Mar 2000
Posts: 43,187
Likes: 43
From: Littleton, CO USA
Car: 82 Berlinetta/57 Bel Air
Engine: L92/LQ4 (both w/4" stroke)
Transmission: 4L80E/4L80E
Axle/Gears: 12B-3.73/9"-3.89
Well, the crickets for responses should tell you something...
I haven't heard much lately. A year or so ago somebody was talking on the Carburetor forum about doing carb chip tuning.
Jet used to offer performance chips. Not sure they still do. You might try giving them a call.
One member suggests finding a L69 chip, from either f-bodies or g-bodies.
About all you'll be doing is a little more aggressive timing curve. Advancing the base timing like you did does practically the same thing.
BTW, the dwell is supposed to be adjusted via the idle air bleed. The mixture screws should be left at 4 turns out. Not sure how much difference it makes, probably mostly in open loop operation. But, if it's working now, it's probably okay.
I haven't heard much lately. A year or so ago somebody was talking on the Carburetor forum about doing carb chip tuning.
Jet used to offer performance chips. Not sure they still do. You might try giving them a call.
One member suggests finding a L69 chip, from either f-bodies or g-bodies.
About all you'll be doing is a little more aggressive timing curve. Advancing the base timing like you did does practically the same thing.
BTW, the dwell is supposed to be adjusted via the idle air bleed. The mixture screws should be left at 4 turns out. Not sure how much difference it makes, probably mostly in open loop operation. But, if it's working now, it's probably okay.
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