Pintle caps will have no effect on spray pattern (info from FIE). Running the S2 at a higher duty cycle will run you pig rich.

PCM pinouts are different between the -65 and the -60, and the OS assigns those pins when its loaded. Aaron did some research and found the 96 and 97 PCMs are identical, so in theory I *could* use the 96 L67 tune. However, in order for me to use it, it will have to be masked as a 1997 OS somehow.

Brad, read my FI reply above. You might have missed it on the new page.

Oh wait...I had my thinking cap on backwards. When I said "higher", I meant "quicker", which I guess should actually be stated as "lower".

I guess a better question to ask is...what would be the minimum and maximum allowable "on" times of the 36 lbs injectors?

EDIT - found a calculation website. The only thing I didn't know was the injector minimum time.

Anything other than the correct range for the BSFC of your motor will be less than desirable. Injectors should be chosen based on their normal flow and operating range for the motor.

Changing from 29 to 36 lbs on a motor with stock flow other than a pulley will cause you more problems and less desirable performance. Your best option is to go back to the 29'*. Switching to 36 in your case is far worse than a S2 switching to 42'* too soon just because they have rockers and PEM'*.

My 29'* flowed me all the way into last year if that tells you anything. Injectors work best when set to run in their 'ideal' range. Not just within acceptable limits.

Got it. I'll throw the 29s back in tonight....just gotta remember which one gave me the fits. I've got the HP Tuner software and all the files I have been working on installed on my memory stick, so I can work on them away from home (i.e. now).

Still have the issue with boost control though...gotta find a way around that.

You can do a manual or electric bypass, but you won't have any load control or overboost protection.

EDIT:

To get a better idea of the headroom in your injectors, the Gen3 (94/95) with the larger TB and MAF, and more efficient SC still uses the same injectors. Wikoff is still on stock injectors with a Gen3 swap and 1.7 rockers.

Messaged with Aaron back and forth on the trans issue. Looks like he found a workaround!

Between the -60 and the -65, the TCC and shift solenoids are the same, and pinned out the same at the PCM. SO...we go into the -65 file, we take out the codes for the pressure motor, tweak the shift tables a little bit, and what we have left is a PCM that thinks it has a gimpy -65 but will shift it anyway

Tried it out last night...so far, it seems to work, aside from the higher-than-I-would-like shift speeds. Those can be adjusted...after I take care of the motor calibrations.

Oh yeah...I got my boost back

What was your solution to boost? Electrical, Mechanical, or code?

Code. Remember when I stated that the only way for me to get the boost management was to use the L67 file? BUT...in using the L67 file, I was stuck with the -65 parameters. Now that I know the trans parameters can be "tricked" into controling the -60, I can run the L67 file.