Personally I would delete the OBD1 stuff entirely, EFI Connection 24x reluctor behind a Holley vortec timing cover, convert to coil near plug, get an inexpensive LS swap harness and use a DBC 0411 or P59.Originally Posted by steveo
The early GM MAFs are garbage and the only 165 I have ever tuned I went to $12P MAP based code in.
USA made swap harness I am about to use to replace the Proflow 4s garbage ECU setup I am currently running.
https://highperformanceinjectors.com...lhi-connectors
Hiya's,
My original thought was to just use the '7427 to handle it all. Man, that wiring harness price is great. Using a 24x crank and 1x cam sensor distributor is perfect. Sequential spark and fuel would be super neat on a TPI. I like it :)
-Carl
Gentlemen, I am NOT building a Hot Rod, I am building a MPG low RPM 383 its power curve is from 1000 to 3500 and HP to 4500RPMs.
My money went into the engine and dual transmissions.
It is designed to run at 1500RPMs on the highway.
Upgrading to a hotter PCM is not needed and too costly, I might as well just buy a newer van…IF I was made of money that is and want the new crap.
And everything I can find on Sequential fuel injection show almost no change from the 165’s batch firing, in fact it is said laying fuel onto the back of HOT intake valve helps vaporizing the fuel even for a millisecond.
Sequential fuel injection really only helps with pollution control and even then it is very small.
Spark is always Sequential.
You all work on older Trucks you should understand my needs.
The 165 has a programmable Lean Burn Cruse that BY ITS SELF can give 5 to 10 MORE MPG as can the TPI its self can add 20 to 30% more MPG, torque and HP over any carb.
The Highway Mode drops in at a nice cruse and fades out under load smoothly.
The 7427 also has a lot of programming settings for control of the 4L80e and I am told I can get a partial throttle down shift instead of the classic full throttle to the floor downshift, like my 03 Ford Explorer with its 5R55s does.
This is a Stealth RV Van…a road cruiser not a drag racer. I plan on 2 to 6K road trips where a 25+MPG VS the crappie stock 14MPG can really matter and I can feel less cheated with today’s gas prices.
Many gearhead-efi members including myself share ideas and information that come form personal experiences, including the school of hard knocks (waisted time and waisted money)
There is considerable truth to the statement: The More you Know about EFI the Less you Pay for EFI.
I'm sure many gearhead-efi members will agree with the above statement.
4L80E with 16197427 ECM Links below:
http://www.gearhead-efi.com/Fuel-Inj...0E-Controller&
http://mattw.dyndns.org/4L80E/
Last edited by dave w; 1 Week Ago at 07:13 PM.
The original writeup was for a 1227749, most of the information in the .pdf also applies to the 1227165
Last edited by dave w; 1 Week Ago at 09:15 PM.
Absolutely agree. My LS PCM recomendation was due to actually running them. He has a fantasy of lean cruise adding 5-10 mpg in something the weight of his van with the aerodynamic loada of his van. I have run well implemented lean cruise on many of my vehicles for 2 decades now. G20 and Express van both saw about 2-3 mpg improvement on flat, level road at highway speeds. 5-10 mpg is fantasy land even if the engine were moving a slick Corvette or Camaro. My buddies 71 Chevelle saw the biggest improvement I have seen and it was about 4 mpg. It has a 6.0L/4L80E and a 4.10 rear gear so it is singing along at ~2,500 rpm at 70 mph with very little engine load.
I suggested the 0411 or P59 because it is a far better PCM for what he is attempting to do than a stone age 165 and its matching MAF that even 10-15 years ago was nearly impossible to find a quality MAF sensor replacement for.
Ignition timing and fuel injection timing based off a crank sensor are far more accurate than a distributor. With dual timing maps and inidvidual cylinder retard capability the 0411/P59 results in less wasted torque and fuel. The LS PCMs also offer the ability to alter injection timing with engine temperature which is a big benifit. Can spray the fuel on the back of a closed valve with a cold engine and shift to spray as the exhaust valve closes with a hot engine, minimizing wasted fuel during split overlap. With even a stock L31 I can reduce the pulsewidth for the idle fueling as much 10-15% shifting hot injector timing to spray the fuel with a closed or almost closed exhaust valve. I have also mentioned to the OP that for torque at 1,500 rpm the TPI is actually about the worst single intake for that setup.
totally agree. also despite its reduced precision, the 7427 is capable of highway lean cruise on a budget. there's just no need to try to run two ecms here. if this were my build on a budget i would simply run the 7427 with speed density in open loop and tune leaner AFRs where required.
That would easily work as well. I have done that with both TPI and the old Edelbrock TBI to MPFI intake setup. The old MAFs are junk in my experience. The 7427 is absolutely capable of open loop psuedo highway mode and it works well.
I have also run both the TPI and a dual plane MPFI manifold. Under ~2,500 rpm the dual plane mpfi manifold eats the TPIs lunch in torque production.
Last edited by Fast355; 1 Week Ago at 02:58 AM.
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