I understand for a stock to mildly built engine the stock components will work fine with some tuning. However I think my engine is a little above this level.

Specs:
350 bored .040 over
Eagle Stroker rotating assembly, 385 final cubes
AFR 195 1040 cylinder heads
Scorpion roller rockers
Retrofit COMP roller lifters
COMP XR282HR cam-
(Duration:282 int./288 exh., Valve lift:0.510 int./0.520 exh., LSA 110*
Edlebrock performer rpm spreadbore intake
Hooker shortie headers
Magnaflow 3in catback

I was planning on getting a custom built non computer controlled quadrajet built from the carb shop in Ontario and a MSD distributor. I have an automatic transmission, 700r4. I understand that this will require mods to get the converter to lock up. I am going with an Edge 2800 stall converter btw.

Do you think my set up requires the ditching of the ECM?
Is something I'm leaving on the table worth the hassle of modding the lock up?

Any opinions PLEASE. Stuck with this ?

(The carb shop does computer controlled quadrajets too however the computer is going to limit the tuning without a chip.)

 

Anything?

 

imo i would go to the carb setup no ecm. as far a s convertor lock up, its not hard to do, you can use two of the pins on the obd port with a toggle switch. just flip it on when your cruising at a highway speed. ditch the tpi, you have a similar setup to what im putting in my 87 and im definately ditching the ecm

 

The cam overlap would make it very difficult to keep the computer happy. I'd say get a Holley 650 on a square bore Performer RPM.

 

Could you even use a toggle switch for lock up with the ECM not functioning? I thought you had to use vacuum to control lock up at that.

I was going to use a Holley on this however after talking with both Carb builders from the shop I mentioned + other and many hours of reading I found that a well built quadrajet will be a better performer for the street in terms of throttle quality through out the fuel curve, only giving up a few top end horsepower.

 

Yes. You could use a toggle to lock up the converter. A vacuum and brake switch though is usually used in the circuit to release lock up when braking or low vacuum acceleration.

 

Does the stock ECM only lock up the coverter in OD or in 2-3-4?

So general concensus is that the computer needs to go?

 

Stock ECM reportedly will lock up in any gear but 1st. I've not seen lockup in 2nd myself nor have I checked to see if it will. It also has a speed threshold before it will command lockup and will disengage at a preset throttle differential (sudden slow down or speed up), along with changes in VAC (engine load).

There's a tech article for installing a manual lockup with a vac switch.

The export models were ECM-less and the factory used alternate lockup systems on them.

 

The ECM doesn't know what gear the transmission is in except 4th (overdrive).

The transmission can't lock up the TCC in 1st because the TCC lockup circuit doesn't have any pressure in 1st or reverse (a valve body pressure routing thing).

My '86 LG4 system would lock up the TCC under cruise conditions in 2nd, 3rd, and 4th. I had to have it in 2nd or 3rd manually for it to lock up in those gears, though.

I wouldn't say the computer has to go. You could use a cam with less duration or more LSA and the computer would probably be happy.