I would love to put a 94 ECU in my 92 LT1.

If nothing else, the ease of programability and the sequential injection.

Now, if we can come up with a way for the LSx PCM talk to a 90s CCM, we are TALKING!

So were you banned over there tonight or they just lock your thread? That happened pretty quick.

So were you banned over there tonight or they just lock your thread? That happened pretty quick.

No I wasnt banned from the CF but my thread was closed. But I was banned from another forum before so I understand I didnt realize the moderator did some tuning on the side, so he didnt like me on the site

Tuning is one thing Id really like to learn about but dang, it sounds like there is SOOOOO much to know from listening to those who are really "into" it , not ready to invest hundreds of hours if not more into learning it .

I would love to put a 94 ECU in my 92 LT1.

If nothing else, the ease of programability and the sequential injection.

Now, if we can come up with a way for the LSx PCM talk to a 90s CCM, we are TALKING!

So were you banned over there tonight or they just lock your thread? That happened pretty quick.


No I wasnt banned from the CF but my thread was closed. But I was banned from another forum before so I understand I didnt realize the moderator did some tuning on the side, so he didnt like me on the site

Wouldn't it be cheaper to adapt some sort of magnetic crank trigger like most of the other add-on systems?

Any idea on the cost of the new distributor?

What sort of work will this involve? Will you provide a plug n play adapter to hook into our existing ECM harness? Will other sensors have to be changed over to LS1 equipment?

What about all the different ECM changes over the years? 84, 85, 86-89, 90, 91, 92-93, These all had changes in the inputs and outputs. Probably the biggest being the switch being from MAF to speed density. Would you also market it to TPI f-body owners (way more of those than vettes.)

I like the idea of sequential injection though.

The moates setup allows you to retain the limp-home factory chip, then replaces the chip with a flash type memory, and can allow up to 4(?) different programs to be stored and switched between. I'm no expert on it, I think jrriflecoach would have more input there. I had no idea it was discontinued, he's a small operation so it would surprise me.

Maybe its just me but I dont see any results?

12.9 is perfect on a N/A small block for wide open throttle 14.5 to 14.9 for crusing or normal driving this is where the great fuel economy comes from.This test was also done on 87 octane fuel the car we are perminatly installing it on runs on 91 so the sesults should be more.

Again, I just don't see the point. All the changes you made to the tune could have been easily replicated by tuning the chip.

I'm not saying what you are doing isn't a neat idea because it is, but advertising it as a means to increase horse power beyond the capabilities of the stock ECM really isn't true. I'm afraid that those who don't really know what you are talking about are going to by your product based on the assumption that it has tuning capacity beyond the stock ECM. While there are some functions of the OBD2+ system that aren't available in the OBD1 cars, the things that make power (fuel and timing) are equally adjustable in both systems. My car is a 91 vette with a stock ECM tuned by me on my dynojet 224. There's not 5 more HP in the tune, regardless of tuning system. If you really believe that your product can produce more HP on my car, then I have an arrangement that I'd like to propose. I'll buy a system from you, bring my car to you for the install and tuning, and I just want to be there for the before and after dyno numbers. If you can pick up 5 RWHP anywhere in the tune, I'll buy 10 of your systems and carry them in my shop. If not, you can keep you system, re-install my stock stuff, pay for the gas and hotel, stop advertising it on here, and we'll call it even.

My dyno experience (probably not as great as yours, but significant) has been that a 12.9 as measured with a tail pipe probe is close to 12.3 or so if you were to measure at the header. Beyond that, even if you were seeing a true 12.9 at the motor, I'd bet a weeks pay that just about any mild, NA, small block chevy would make more power .5 of a point leaner. Most mild small blocks that I've tuned would run, without detonation or knock, at WOT, all the way up to a little leaner than 14.5 or so. However, most of the time they quit making more power at 13.5 or so; so there isn't any reason to run them that lean. I'm kind of rambling, but at any rate my point is that telling someone that 12.9 is perfect isn't really 100% accurate either.

Maybe I'm missing the point, and I hate to sound like a big meanie head, but so far it really looks to me like you are preying on the ignorance of the crowd here when it comes to tuning these cars. The only benefit I see to your system is that you don't burn chips, and whether or not that is an actual benefit is up for debate. Chips are cheaper, burn faster, and can be tuned in real time. Your set up uses a flash style ECM that minutes instead of seconds to upload tunes to, can't be tuned in real time, uses tuning software that is more expensive, a PCM that is WORTHLESS if you hang a tune or have a computer problem while uploading, and comes with all the headaches associated with a PCM swap.

Again, I apologize for coming off like a bad guy, but I just don't see the point in the product you are offering. Try not to take offense.

I'm in Raleigh, NC. Just like it says under my name, lol.

I'm not trying to come off like a dick head or anything, but I understand if you think that.

Obviously, I don't think everyone should convert their car back to an E-prom set up.

I do tune flash cars too, most of the time they are LS1 cars and I use HP tuners. At the end of the day, the chip set up is easier, cheaper, and faster than HP tuners. I just don't understand the point of converting from a chip ECM to a flash ECM for power production. You won't make any more power, all the variables can be adjusted in either situation, so I just don't understand why you would want to convert.

Here, let's quit the E-thug thing, and just break it down. I'll post 4 or 5 things, then you respond to them. No BS, just break down why I am wrong:

-Burning chips is faster than uploading tunes to a flash ECM.
-Timing is adjustable in .1 degree increments with a chip ECM.
-Fuel is adjustable in .1% increments with a chip ECM.
-The software is cheaper.

That is one reason for doing the ’91 next. I do not have much hope for the ’89 and older cars.

Quote:

That is one reason for doing the ’91 next. I do not have much hope for the ’89 and older cars.

Damn, sounds like I am left out in this. I've got an 88 w/41k on it. I was hoping you guys would invite me down for an independent test. I could bring my own burner and my car is absolutely stock.

Hey man, I’m still waiting to hear you agree to the challenge that you extended.

I will pay for your gas on the return trip home if it doesn't work. But, I promise to put you up in a professional environment and provide your meals.

I hope you understand that I’m not interested in spending a few hours trying to improve on a tune you have doubtlessly spent countless hours and many dyno pulls working out.

That is why I offered the ’91 Vette instead. Although I’ve done countless LS tunes, this will be exactly my second TPI tune. The car currently has a Hypertech chip, 180 degree thermostat, and a K&N Filter. Otherwise it is a 100K mile 6-speed virgin.

Seriously, I suspect we would agree in general the peak HP and Torque is going to be more dependent on the skill and perseverance of the tuner than in where the PCM or ECM memory lives.

When I was approached about tuning “chip” cars, I looked into the cost of the hardware and software. In the end I liked this approach for several reasons. One being that once the car is tuned, the owner will have the option of modifying the tune further down the road if they modify the car.

On the other hand your customers are tied at the hip to you forever.

I think that independence is worth something to today’s DIY, point and click generation. And if our customer gets into trouble, he can send a scan log and we can send an updated file by email instead of snail mail (sorry USPS).

Where we SNIP How many ignition and VE cells are available in a “chip” memory?

Where we expect our kit to make the most gain is in lower RPM torque. That is where the benefit of sequential injection will come into play. This is demonstrated in the fat torque gain in our first ever TPI tune.

At higher RPM things are happening so fast in the intake tract that I seriously doubt injector timing matters very much. I would say that at higher RPM, the tuner is going to have more impact than where memory lives in the PCM or ECM. Torque is what the customer feels and torque rules the street.