Separate names with a comma.
HE LOST ME WHEN HE SAIS MORE VACUUM AT WIDE OPEN THROTTLE !
Good catch !!
Bob, well, the edelbrock screen indicates -7 at WOT, Im not sayinf it physically has vaccum, just the ECU sensor reads as such!. Even with the engine off it reads -5.9 or something like that...
Edelbrock mod just closed the thread everyone was commenting in. It's unfortunate, but I think that there's enough info out that at this point that people can find it by searching.
Typical. It’s the first post Peter has closed that I have been involved with but Nate who used to be there deleted, removed threads, removed my replies, and blocked my IP address. Unfortunately when the topics start to point in their direction, they seem to close them with no definitive explanation of the issue. (Most likely they don’t want to mess with “us” after all we aren’t driving Chivvey’s and we’re just chump change to them. My 2 cents. WTF?
I run 11.3 with same head and less I’ll see them at SEMA..
I saw them at SEMA in November of 2019. Don’t expect any new information from the guys that show up there.
I have no idea what the difference may be other than the pistons if you are using the same heads. I used what the guys from Hughes engines came up with (I got the entire engine package parts from them to avoid mix and match) and it also was aligned withe the compression results from the summit racing calculator tool. At the end of the day that was their compression suggestion based on what I told them I needed the engine for. Very happy with the results so far and the parts quality from Hughes.
It would be great if they enabled a logging feature in the ECU SW application, its very difficult to be driving and gathering data just by looking at the application gauges.
SUMPIN IS WRONG--------
Yes, I guess I put them “on the spot” in looking for some definitive info re rotor phasing, pity that this was their response. The whole loose chain tack was just a diversion. At the end of the day they really should welcome that input in an effort to improve their product. Anyway, I’m really pleased with the input provided on this thread, thanks!
yes, good info here. One miscelaneous question: what do you guys have for acceleration fuel settings?, mostrly interested to know if you had to add big pump shot numbers and if you are using the decel fuel cut parameter.
So I drove my car this weekend after installing the MSD adjustable rotor as others have talked about earlier in this thread. Night and day difference. Now I can get my cruising timing back to where it should be. It starts quicker, idles better, and my long and short fuel trims are lower than before. No more breakup above 3K rpm. Also many have had an off idle stumble so I also replaced the TPS sensor and the off idle stumble is gone. Not sure if part is due to the rotor or not but most likely bad TPS. This is how it should have run from the beginning.
That is good news. its strange the several pleaople also report this TPS sensor problem. what is the replacement part number just in case? On the other hand, I oredered my adjustable rotor last week, will publish my experience as well, it should be similar to what other people has experienced here. In order to keep things okay I reduced my vacuum advance to 5 degrees only.
TPS sensor part # TH-42 if you have the 4150 style. Bad TPS sensors have been talked about lately on the Edelbrock forum. My guess is when they lowered the price to compete a couple years ago cheaper sensors were part of the cost savings. I have also had to replace my O2 sensor.
thanks for the info, sorry for the bother, but what was the O2 sensor part number?, to have it available when the time comes
Hopefully this works. Should have all the numbers you need! PF4 Easy to find --replacement Part Numbers - Edelbrock Community Forum
super, thanks a lot, very useful.
List is good to have, but use it with some caution. I know for a fact that the rotors listed aren't the ones in the mopar distributor. Not sure if there are any other mistakes, or parts that are mopar specific. TPS is correct, TH-42 for the 4150 style
Well yes, each manufacturer setup would possibly have a unique Distributor Cap/Rotor but the TPS, O2, Map, Coolant temp sensors should all be the same.
So there is a new post on the EFI forum about the timing topic we have been discussing here. I have my opinions about it. What do you guys think? ProFlo Mopar Distributor Rotor Phasing - Edelbrock Community Forum Unfortunately the topic is locked so we can’t dispute it over there.
I’d say good alignment at 12 degrees but at 36 there is no alignment even though they claim “well within range” The width of the rotor tip ends up being the issue with the std Edelbrock phasing which is set up for perfect alignment at 12 degrees, the rotor they use on Chev Distributors looks like it’s more than twice the width (see below) The alignment that they’re achieving at 12 degrees would be more appropriate at say 24 degrees and then I’d say that it could be declared “well within range” I’ll definitely be using an MSD adjustable rotor on mine.
Well, right out of the gate it doesn't appear that it's even a small block mopar. In addition they have the photos marked as CCW rotation, but a small block distributor spins CW. Multiple users, myself included, have posted photos that contradict what they're showing
Exactly what I was thinking and why I didn’t want to comment until I saw others reactions. Total BS again. Unfortunately we can’t reply over there as the thread is closed but I may reply in the thread about how to get more timing from SBM.
The mods over there brought up the post, so I felt like I had to reply. If anyone else wants to chime in, now's the time.