im puttin an 85 tpi setup on my 350 in a 85 chev 1 ton. ive searched it and cant find any info or pictures on keeping the MAF setup. i dont have the money right now for the speed density conversion...stupid laid off for the winter crap.
anyway, i was just seein if someone has some pictures or info for me

im tryin to find an intake air duct setup off a 85 and up firebird, i think that will work with a little effort, but was hopin for some ideas

thanks

Youre using an 85 TPI?
You should know that 85 is a one year only (ECM, wire harness, sensors etc.) are all different than 86-92.

ya i know that. like i said, if i was working i do the speed density conversion kit that it looks like most people on here do. i just dont have the money for that yet. all the crossover steering and supesion and all the other stuff took up a chunk and then gettin laid off kinda killed me
i have everything off the motor except the stock intake. all the wiring, sensors, plugs, everything. i just need to figure out my intake setup

The air intake should be the easiest part of a TPI conversion:shaking:
Here are a few pics of mine.
There is no reason to convert to speed density...mine is MAF and works perfectly on my mild 355 cu in engine.

right on thanks man. i havent got the core support in yet so i hadnt measured to see if i could use the stock camaro intake. id originally planned on using some pvc pipe and a k&n cone filter. what did you use?

keep the maf. yes it has a pricey sensor but it is the best way to go if you upgrade your motor with headers , or you later change the cam or head swaps. speed density wont be able to cope with the changes as as well. if the maf goes out on you , just unplug it and it the ecm will go to limp mode, you will still be able to get home. been running a maf setup for a few years.

right on thanks man. i havent got the core support in yet so i hadnt measured to see if i could use the stock camaro intake. id originally planned on using some pvc pipe and a k&n cone filter. what did you use?


I used most of the stock tubing and stuck a K&N cone filter on the end.

the only downside to running a MAF is it is more likely to be damaged by extreme conditions like water and vibration. it does a better job of controling the engine because it is used to measure the amount of air entering the engine. speed density relies more on the maps inthe program.

run the MAF just don't go fording any rivers:)

keep the MAF It will give you more flexability later if you want to hop up the motor. speed density wan,t keep up with big cam and low manifold vac.things like that ,one warning though is do anything you can th keep the MAF clean and dry esspesaly in a rig that see,s alot of water. if it goues shit house out wheeling the ECU will go into limp and can be driven but MAF,s are spendy and little preventoin now can save $ later.

Mass Air is really better for those motors that are close to stock. It is much easier to use speed density to tune for nasty cams, and larger motors. I've tuned 468 Big Blocks, 500 ci Cadillac's, and even a 460 Ford using speed density. The 85 ecm is a bit weak, but it will still work just fine for your application.
Here's a back door link to a great site:
http://www.chevythunder.com/since_its_inception_in_1985.htm

right on, thanks folks. i appreciate the help. funny thing is, im goin thru all this and eventually ill be puttin my 500ci cad motor in this truck out of my old mud bog truck. i just have bout $2500 i have to throw at it first in valve train mod and head work and forged con rods....and ill be throwin it all in the there with the truck avenger bolted to it!

Mass Air is really better for those motors that are close to stock. It is much easier to use speed density to tune for nasty cams, and larger motors. I've tuned 468 Big Blocks, 500 ci Cadillac's, and even a 460 Ford using speed density. The 85 ecm is a bit weak, but it will still work just fine for your application.
Here's a back door link to a great site:
http://www.chevythunder.com/since_its_inception_in_1985.htm
I dont know where you are getting yor info but if you have tuned the motors you say then you would have seen the problems getting anything close to good idle quality with SD systems I think you have your info backwards. you need the ecu to be able to tell how much air is going through the motor, and cams headers intakes ect.All improve air flow not to mention intake air temp and manifold pressure I.E. alltitude/barometric pressure.YES the 85 ECU is a little slow but contact painless and get a updated one you need to go to a newer harness but painless can hook you up. The draw back to the 85 ecu is that it cant prosess info fast enough to keep up with input from the sensersS.D. is a little faster but cannot compensate for the air flow improvements and increased fuel /air demands. I gues it all depends on how radical you want to go.

I dont know where you are getting yor info but if you have tuned the motors you say then you would have seen the problems getting anything close to good idle quality with SD systems I think you have your info backwards. you need the ecu to be able to tell how much air is going through the motor, and cams headers intakes ect.All improve air flow not to mention intake air temp and manifold pressure I.E. alltitude/barometric pressure.YES the 85 ECU is a little slow but contact painless and get a updated one you need to go to a newer harness but painless can hook you up. The draw back to the 85 ecu is that it cant prosess info fast enough to keep up with input from the sensersS.D. is a little faster but cannot compensate for the air flow improvements and increased fuel /air demands. I gues it all depends on how radical you want to go.

Once you actually get into the programming of either SD or MA it becomes clear that there's more variables in the SD ecm. Using Datamaster datalogging, and modifying the VE tables one can attain a smooth running motor.
However, one must keep in mind that you have to have a motor that will idle at or near 14.7:1 AFR, or you'll have to convert to a system that will idle in open loop like the Edelbrock ProFlo.
I'll stand by my statements, as I've been doing this for years. I won't go to deep into the difference, because that would be like writing a book. See my site at http://www.scotthansen.net
So, MA is better if you stay close to stock, but SD allows more programming options for more changes.

Search for Super AUJP. It's for the 7730 (TPI) computer but with it you can run open loop at idle which allows you to command anything you want. Great for rad cams and getting rid of the MAF.

With 7730 parts being so cheap and the SuperAUJP code base, I can't imagine anyone wanting to run anything else but to each his own.

Once you actually get into the programming of either SD or MA it becomes clear that there's more variables in the SD ecm. Using Datamaster datalogging, and modifying the VE tables one can attain a smooth running motor.
However, one must keep in mind that you have to have a motor that will idle at or near 14.7:1 AFR, or you'll have to convert to a system that will idle in open loop like the Edelbrock ProFlo.
I'll stand by my statements, as I've been doing this for years. I won't go to deep into the difference, because that would be like writing a book. See my site at http://www.scotthansen.net
So, MA is better if you stay close to stock, but SD allows more programming options for more changes.


Not to mention that at very high RPMs and HP levels the MAF becomes a restirction in the air intake.

Search for Super AUJP. It's for the 7730 (TPI) computer but with it you can run closed loop at idle which allows you to command anything you want. Great for rad cams and getting rid of the MAF.

With 7730 parts being so cheap and the SuperAUJP code base, I can't imagine anyone wanting to run anything else but to each his own.

Are you saying that this Super AUJP will run in OPEN LOOP at idle, because that was my statement. Cams with greater than 224 @ .050 (of course LSA has some impact here too!) typically don't like 14.7:1 AFR. This is why the systems that run open loop at idle can be tuned slighty richer for the engines. The stock TPI ecm's are using the O2 to fine tune it to 14.7 and some cams just don't like the battle going on here, and create a poor idle.

Not to mention that at very high RPMs and HP levels the MAF becomes a restirction in the air intake.

Good point!
TPiS claims to be able to port the stock MAF to 750 cfm. This would be equal to 850 in a wet system, but then we start having problems with the above mentioned issue too!

Are you saying that this Super AUJP will run in OPEN LOOP at idle, because that was my statement.

Yes. corrected my original post. thanks!

HERE (http://www.thirdgen.org/techboard/diy-prom/453139-s_aujp-v4-released.html)'s the link to the release announcement. Good stuff!!

Yes. corrected my original post. thanks!

HERE (http://www.thirdgen.org/techboard/diy-prom/453139-s_aujp-v4-released.html)'s the link to the release announcement. Good stuff!!

Thanks, looks like I've got some reading to do!

Not to mention that at very high RPMs and HP levels the MAF becomes a restirction in the air intake.
Your correct at that level of perormance you can pretty wel shit can any stock ecu,SD or MAF.The pro flow uses a microprocesser tha contains detailed maps from idle to redline and need to be piggybacked with a lap top to work realy well.I am useing a similar set up on a 4.3 vortec with a intercooled paxton,and an running two wide band 02,s to keep tabs on the AF,I,m not trying to have a pissing contest sounds like we both are right and each have good points! I also think we are on a discusion level above a lot of readers skill levels. Ive been doing this a long time also,but it sounds like I missed a thing or two on SD,you ca never know enough!