Can you put a chip in an '80 model computer? If not what needs to be done so I can?
Thanks

 

Don't believe so - it uses a 'hard wired' discrete component board that cannot use 'plug - ins'.
Chip sets are available for the two generations of 32v models - but I'm not sure if they do much in the way of improvement other than make your wallet lighter.

 

NOPE

 

"Chip sets are available for the two generations of 32v models - but I'm not sure if they do much in the way of improvement other than make your wallet lighter."

Not necessarily. I've change the chip set in my '85 5-speed and the difference is very dramatic. Since I can really feel the improvement, my guess is at least 20 rwhp. I bought the set for $75usd on e-bay. So my wallet didn't get that much lighter.

 

No chip. But you can replace the ECU with a programmable unit.

As soon as I finish getting the setup right (which includes a test with a blower up setup by Quick Carl) I'll post numbers.

Greg

 

So what your saying is I can change my ECU for a later "plugable" <-- is that a word?--one, and it will still run the same and all the wires will hook up the same?

 

Actually it is one of the nice features of the L-Jet. No wierd digital stuff to troubleshoot. IMHO, if you want more HP, buy some headers. (Or supercharge it :-)

 

That's what I have running right now. Plugs into the factory harness. Utilizes the factory sensors and wiring harness. There are 2 basic mods that you have to do and one that you'll probably want to do.

The "musts" are route a vacuum line to the cabin (pretty easy) and mount a real TPS (not the "full" and "idle" switches). The "want" would be to pull the AFM out of the way of airflow.

I have had all this at the 'Beta' stage for awhile now. After I get the tune exactly where I want it, I'll put up some dyno numbers. Once I figure out exactly how I want to do the housing (ain't pretty, it's proto), you'll see it here first.

Oh yeah, since it determines pulsewidth using MAP as one of the parameters, it's blower ready. And field flashable using a cheapo laptop.

Greg

 

I'd challenge that a simple MAF conversion will prove more bang for the buck than a stand alone. The L-jet can be made to support lots of power with excellent driving characteristics. Adjust your fuel pressure and place a hot wire in place of the AFM, then intercept the signal and program it back to the L-Jet. You just have a bit of wiring to do.

To me, putting a MAP stand alone would be a lot of money for very little gain. The real value is not in peak numbers, but better transient response across the board.

Drop me a line if you want more information. Jeez, I should just make a system that is plug in ready to roll for the L-Jet 928s out there.

 

Converting to MAF for over $800 (last time I looked at S/S stuff) is a good deal? Especially with the inherent limitations of MAF?

You can do a TPS/MAP for less $, have the same driveabilty and be able to reprogram at will. And you don't have to spend time figuring out how to recurve your MAF everytime you upgrade.

I understand you're committed to that system with the time/$ you have into it - but there are other options that are more expandable and cost less.

Greg

 

Nope, you can do it for about $600 and keep the L-Jet working. I agree, stand alone is nice when you are going all out, but my preference would still be MAF, not MAP. You can get a custom MAF from Pro-M and the PSC-1 009 from Split Second and be up and running without too much effort. Plus I don't have to reconfig for hot start, cold start or the rest of it. I can also map the fuel off of RPM and MAF voltage, so it has some advantages as the AFM is "one D".

I don't see the MAF as having limitations, you just need the right MAF for the job. Mine is scaled for close to 475 HP and I run a stock L-Jetronic brain. I could step up to a 600 HP MAF and still use the L-Jet, though I would lose resolution in the driving range down low.

MAP is much trickier as it is a calculation, not a measurement, but both work if you spend the time.