why not replace the fuel and ignition system all together... ive done a couple of tec3 installs (which is what tom nelson puts on everything, including get 3&4 engines) and ive helped tune an xfi.. (which ill install next time... seems way better than tec3)...

but monkeying arround doung half solutions doesnt seem right, especially on a turbo car....

I can tell you we go sequential on all. I have done both with Bob and we like the sequential deals better...

I still want a ride in it....

Merry X-mas,
Mike

I also prefer the software interface of the FAST/XFI to the Tec3... however the edge in overall system accuracy of injection & spark events falls to the Tec3 because of not only their 58X wheel but also how they watch the wheel velocity & acceleration. I just chassis dyno tuned another Tec3 on Tuesday actually. The software is a bit more cryptic and "clunky" than FAST but it's a very good system... honestly I give the hardware advantage to the Tec3. Their latest WinTEC software is FAR better than earlier releases but still not as user friendly as the FAST especially when it comes to on the fly table changes, the FAST allows block cell selection/addition/subtraction/multiplication whereas the WinTEC software limits you to single cell changes when tuning on the fly. The FAST cell selection scheme is a HUGE time saver!

A FAST triggered by a distributor gets only 4 pulses per crank revolution and thus during rapid engine RPM changes can output substantially different injector & spark timing events than commanded especially if the engine experiences a rapid acceleration change between trigger events since it's only updating the engine RPM 4 times per crank revolution. This leads to timing/injection "lag" under rapid engine acceleration, and timing/injection "overrun" during rapid deceleration.

With a Tec3 and the 58X wheel it watches both rising edge, plateau, and falling edge of the teeth so it's seeing 174X separate events per crank rotation and thus has much more accurate timing & injection control because the instantaneous acceleration & velocity of the crankshaft is known with far more precision. That's also why GM is using the 58X scheme on the latest LS engines, much more accurate control of timing & injection events because the ECU can decode exactly what the crankshaft is doing with far more resolution & precision. Same goes for the Pantera 882... which is what I'm using on my new twin turbo LS2.

Another option... buy a a FAST XFI with an LS1 harness. Fit a 58X wheel onto your Gen 1 SBC and make a crank sensor bracket. Then use that instead of the distributor. That would be the most accurate way to trigger the XFI.

^ nice to hear... i still have my tec 3 in the 32..
but in all honesty the tec isnt that bad to tune, if you get it right in the wizard it is only a matter of finetuning... its just a matter of understanding what minimum pwit does for idle and all the other "not intutively logical" results of changing a digit...

i really like the GPO´s and second fuelpump option.. and for a turbo car the aux injector option is really cool...

so once again... change the accel 6 to somthing usefull :D

48-2 " Gear Down"
 

One method, the one I use, is an Oil Pump Drive with a
48-2 target inside.

The apperance of the distributor is retained, though the cap is missing in some cases.

When this item is fitted, sequential coil (8) AND injectors (8) are controlled by only ONE hall sensor inside the OPD.

The "Gear-Down" 48-2 target would be the same as 24-1
ON THE CRANK.

Yes, we measure the tooth accelaration which allows for a more accurate "spark instant".

Lance