Yeah, silly question, but here's a thought that popped into my
head after reading the timing advance tables in an A9P ecu
which are very conservative and surely cost power and mileage,
with full advance not coming in till around 5k under WOT, and
probly not fully optimum under cruise either for that matter.
Of course a tweecer (which I don't have the time to learn) or
a dyno tune and chip can correct all those kinds of problems,
and quite accurately, but at what total cost? Several hundred
at the least. And I'm not "up" on all the intricacies of tuning
esp. the timing advance tables in the eec-iv and don't really
know if there's some kind of tuner gadget that can be used
to adjust the timing curve without the expense and learning
curve of a tweecer - something that will sort of piggyback
onto the ecu and can be used to interrupt & modify the timing
somehow?
If there is, that would solve the whole problem and make the
original question in this post irrelevant.
Anyway, until I do or not find out about such a device, strictly a "what if" -
as an old school hot rodder that's been around "regular"
distributors with mechanical and vacuum advance a lot,
and knows pretty much how to tune advance curves,
I realized that "going back" to a regular distributor like
that would get the advance curves lots closer to optimum
than the oem curves in the ecu and at a significantly
lower cost than a dyno session and chip. Probly wouldn't
bequite as perfect as could be achieved with
a good dyno session, and surely not as sophisticated,
but closer than staying with the oem curve in the ecu
and a heck of a lot cheaper than the dyno/chip approach.
Now this wouldn't be for a balls to the wall motor where
every last drop of power is important, just a moderately
warmed up street motor done on a budget.
SO - without my shop manual to study the oem eec-iv
distributor wiring, would it, and if so how, be possible to
use a good magnetic pickup distributor (with mech & vac
advance) with a CD type ignition box, and wire things so
the efi part of the eec-iv system still runs the injectors
properly? Doesn't the ecu depend on a pip signal from
the oem eec-iv distributor to pulse the injectors at the
correct time? If so, would there be a way to pick up
the necessary type of signal from a regular CD system?
Just had to satisfy my curiosity! (at least so far).
Actually, I've also got a factory speed density (the oem tune
REALLY sucks) non-Ford mid 300 size V8 that could really
benefit from the adaptability of the spare mass air eec-iv
system I have, and the ability to use a "regular" distributor
would simply things greatly - so there's 2 possibilities.
This might be an easier way to retro efi to a 460 type motor, also.
Possible option if you're on a budget, of course.
Thanks
(EDIT) Just ran across the AFM PMS which advertises control
over both fuel and timing, as well as other functions, of the eec-iv
ecu.
Cost is still fairly significant, BUT is it easier to use than a tweecer?
As I said, I do not have the time for a steep learning curve.
At least it would be less expensive than taking time off work,
traveling to a good dyno facility and back, and paying for a
good dyno session and chip. Plus adjustments for additional
modifications wouldn't require doing the dyno/chip thing all
over again.
Anybody have any good or not so good experience with the PMS?
(latest version).
Thanks!
head after reading the timing advance tables in an A9P ecu
which are very conservative and surely cost power and mileage,
with full advance not coming in till around 5k under WOT, and
probly not fully optimum under cruise either for that matter.
Of course a tweecer (which I don't have the time to learn) or
a dyno tune and chip can correct all those kinds of problems,
and quite accurately, but at what total cost? Several hundred
at the least. And I'm not "up" on all the intricacies of tuning
esp. the timing advance tables in the eec-iv and don't really
know if there's some kind of tuner gadget that can be used
to adjust the timing curve without the expense and learning
curve of a tweecer - something that will sort of piggyback
onto the ecu and can be used to interrupt & modify the timing
somehow?
If there is, that would solve the whole problem and make the
original question in this post irrelevant.
Anyway, until I do or not find out about such a device, strictly a "what if" -
as an old school hot rodder that's been around "regular"
distributors with mechanical and vacuum advance a lot,
and knows pretty much how to tune advance curves,
I realized that "going back" to a regular distributor like
that would get the advance curves lots closer to optimum
than the oem curves in the ecu and at a significantly
lower cost than a dyno session and chip. Probly wouldn't
bequite as perfect as could be achieved with
a good dyno session, and surely not as sophisticated,
but closer than staying with the oem curve in the ecu
and a heck of a lot cheaper than the dyno/chip approach.
Now this wouldn't be for a balls to the wall motor where
every last drop of power is important, just a moderately
warmed up street motor done on a budget.
SO - without my shop manual to study the oem eec-iv
distributor wiring, would it, and if so how, be possible to
use a good magnetic pickup distributor (with mech & vac
advance) with a CD type ignition box, and wire things so
the efi part of the eec-iv system still runs the injectors
properly? Doesn't the ecu depend on a pip signal from
the oem eec-iv distributor to pulse the injectors at the
correct time? If so, would there be a way to pick up
the necessary type of signal from a regular CD system?
Just had to satisfy my curiosity! (at least so far).
Actually, I've also got a factory speed density (the oem tune
REALLY sucks) non-Ford mid 300 size V8 that could really
benefit from the adaptability of the spare mass air eec-iv
system I have, and the ability to use a "regular" distributor
would simply things greatly - so there's 2 possibilities.
This might be an easier way to retro efi to a 460 type motor, also.
Possible option if you're on a budget, of course.
Thanks
(EDIT) Just ran across the AFM PMS which advertises control
over both fuel and timing, as well as other functions, of the eec-iv
ecu.
Cost is still fairly significant, BUT is it easier to use than a tweecer?
As I said, I do not have the time for a steep learning curve.
At least it would be less expensive than taking time off work,
traveling to a good dyno facility and back, and paying for a
good dyno session and chip. Plus adjustments for additional
modifications wouldn't require doing the dyno/chip thing all
over again.
Anybody have any good or not so good experience with the PMS?
(latest version).
Thanks!
