What exactly would happen if i left my 160 thermostat in with my jet chip that asks for a 180?

 

There are several temperature dependent parameters in the ECM programming. You'll likely experience some operational problems, whether you realize/recognize them or not.

EGR function, EVAP function, cooling fans, fuel trims, Closed-Loop threshold, BLM writes, and several other functions depend on coolant temperature.

 

how does a 160 effect a stock chip?

 

Here are some of the stock TPI ECM programmed parameters for coolant temperatures that might be affected by changing to a 160°F thermostat:

Open Loop Mode AFR % versus Coolant Temp - Threshold @ 154°F
Warm IAC Park Steps Vs. Coolant - Threshold @ 176°
LV8 Accel Enrichment Vs. Coolant - Threshold @ 176°
Accel enrichment Decay Factor Vs. Coolant - Threshold @ 176°
Idle RPM Vs. Coolant - Threshold @ 176°/154°
Rich/Lean Offset Vs. Coolant - Threshold @ 176°
Startup Spark Decay Delay Vs. Coolant - Threshold @ 176°
IAC Minimum Keep Alive Learning - Threshold @ 185°
Minimum CTS for Highway Fuel Mode - 185°
Hot Closed Loop Timer Threshold - 159°

 

And some other parameters related to coolant temperature:

Coolant Temperature Sensor Related Parameters
BLM enabled between 50°C (122°F) and 140°C (284°F)
Cold spark advance disabled above 56°C (133°F)
Hot spark retard begins above 116°C (240°F)
Highway Mode spark advance > 59.8°C (140°F)
Knock sensor disabled below 66.5°C (152°F)
Power enrichment at base A/F ratios > 56°C (133°F)
Target IAC idle RPM >80°C (176°F)
IAC multiplier at 1.0 (base) > 32°C (90°F)
Knock Control enabled > 67°C (153°F)
EGR Duty-cycle enabled at 56°C (133°F)
EGR Duty-cycle at MAX >80°C (176°F)
TCC lockup enabled >50°C (122°F)
SHIFT light enabled >50°C (122°F)
Diagnostic communication enabled at 70°C (157°F)
DTC 43 enabled > 90°C (194°F)
Cooling fan #1 enabled at 107°C (226°F)
Cooling fan #1 off at 104.7°C (220.5°F)
Cooling fan #2 enabled at 115.2°C (239.5°F)
Cooling fan #2 off at 110°C (230°F)
Cooling fan duty cycle at 100% at 80°C (176°F)
Acceleration enrichment multiplier at 1.00 below 80° C (176°F)
Acceleration enrichment multiplier at 0.75 above 80° C (176°F)
Acceleration enrichment multiplier at 0.50 above 104°C (220°F)
Acceleration enrichment decay factor at 25% below 80° C (176°F)
Acceleration enrichment decay factor at 40% above 80° C (176°F)
Acceleration enrichment decay factor at 50% above 104° C (220°F)
Acceleration enrichment decay factor at 60% above 128° C (262°F)
Fuel limiting factor timer at 217 counts below 80° C (176°F)
Fuel limiting factor timer at 169 counts above 80° C (176°F)
Code 13 (oxygen sensor fault) enabled above 70°C (157°F)
Code 14 (CTS high fault) enabled above 130°C (266°F)
Code 32 (EGR fault) enabled above 30.5°C (87°F)
EVAP canister purge enabled above 70.3°C (158.5°F)
Hot closed-loop timer enabled above 70.3°C (158.5°F)
Rich/Lean O2 offest at 16 counts between 20°C (68°F) and 92°C (197.5°F)
A/C clutch disabled above 150°C (302°F)

 

lol

 

Lol, I think the old fasioned tbi ecms have like five of those things in them

Another thing to consider is the stock cooling system. It needs a good sized temperature differential to dissipate enough heat. What this means is that itll run at 160 in the winter, but will usually operate around 200 - 210 in the summer. I got tired of the constant luke warm heat in the winter and no benifits in the summer so I swapped a stock t-stat in and just run that. Runs at around 210 all year around.

 

The service engine light would most likely come on i bet.

 

It probably wouldn't set any error codes, but wouldn't be "right". It's fairly easy to properly reprogram the parameters to be able to use a lower temperature thermostat and still retain full functionality. All the steps are listed above.

 

no it doesnt do that. my dad has had one in the car i curently have for years. i just havent had the chance to swap it out. i was just curious what it messes with