Since this car will be driven in cold
weather, we hooked the bypass hose from the intake to the
idle speed motor housing located under
the throttle body. Then the heater hose is attached to the
outlet on the passenger side of the idle speed motor housing.
This will help to prevent the throttle body from icing up in
severe cold weather driving. With the coolant system completed,
the Lokar throttle and detent cables are installed. Make sure
that you check for clearance of the throttle arm and binding of
any cables. When all connections are made you should make sure
that the throttle arm will return freely to idle position. This
practice should also be used when any interior work is
performed.
A steel O2 bun from S&P is welded
into the exhaust system. (Only one is needed with a Tuned port
injection system). If you have full length headers you will
need to use heated O2 sensors. With a short headers or if you
weld the bun close to the stock manifold you can use a one wire
O2.
Robert installed a 1227727 computer which
is heat and weather resistant. An updated version of this
computer is 16198260. If you would like to install the computer
inside the vehicle you can use a 1227730, 16196344,16198262 or
the updated number is 88899196. He then installed a custom
programmed chip from S&P to match the engine, cam and
transmission setup which is under the computers lid.
The knock sensor is placed anywhere in
the block, but S&P type III Thermal coated headers
will be installed. We were able to remove the drain plug
from the drivers side and install the knock sensor. If you use
a block hugger type header, a 1/4 pipe male female 45 degree
fitting to angle the sensor away from the header. The part
number for the knock sensors that can be used are 10456031 or
10456549.
A Lokar throttle, emergency brake and
dimmer switch pedal covers for a ‘69 Camaro were used.
Only one hole had to be drilled to mount the gas pedal
and then the factory pedal ball studs were removed from the
floor board. The brake pedal used a Lokar ‘55 chevy power
brake cover with slight modifcation.
S&P polished air foil was added to
improve the air flow through the throttle body which can
provide up to 15 more horse power on a mild 350 engine.
After installing the S&P TPI design
chrome valve covers on, Robert hooked up the PCV valve
stainless steel hardline from the S&P
aluminum PCV valve to the vacuum port on the intake between the
driver side runners. If you have power brakes, the booster
vacuum line should be connected to the vacuum port on the
driver side rear of the plenum and any other vacuum can be
connected to this line.
Set the throttle position sensor from .54
VDC to .60VDC closed, and 4.5 to 5.0 VDC at wide open throttle.
Higher horse power engines can have the T.P.S set up to 8.4
VDC. S&P provides a harness that will allow you to use a
digital volt meter.
If you have a scanner, use VIN#
1G2FS2389NL200001 (92 IROC/TA) and by turning the key to the on
position you can set the T.P.S before starting.
Installing a S&P liquid filled fuel
pressure gauge is the best way to monitor your fuel pressure at
startup and throughout the life of the system.
The liquid in the guage absorbs the shock
of the needle which provides a longer guage life. The gauge
should read 38 to 40 lbs at idle and 45 to 48 lbs at open
throttle. A liquid filled guage will usally read about 2 lbs
less.
A. S&P
Liquid filled fuel pressure guage
(85 to 89 uses a long stem 90 to 92 uses a
short stem)
B. TPI
o-ring to AN6 fuel line adaptors
(85 to 88 Vette and 85 to 92 Camaro uses a
16mm and 14mm. 89 to 91 Vette uses two 16mm to AN6. The 16mm
adaptors are also used for the GM/AC DELCO GF481 fuel filter.
16mm o-ring fittings will also fit the pressure side of the
GM/Saganaw power steering pumps.)
C. Adjustable
fuel pressure regulator
Another good tool to trouble shoot
problems is a noid light. The noid light is used to show that
the injectors are pulsing. The Snap-On Blue Point part number
is FID8339. A 12 volt test light can also be used by inserting
a paper clip into one side of the injector plug and the test
light into the other.
The EST bypass disconnect link on the
brown wire located by the distributor must be disconnected
while setting the timing. Start by setting the base timing at 6
to 8 degrees. Then turn the engine off and reconnect the ESP
bypass. The timing should now be 16 to 22 degrees at idle with
a slight
variation.
Jump terminals A to B with a paper clip
on the diagnostic link (ALDL PLUG) and watch the check engine
light. It will flash once, then twice, then pause, then again
flash once, then twice for a code 12 which means that the
computer is communicating. If their are any error
codes the light will flash a sequence after the pause, if not
it will flash the code 12 again.
Once all throttle connections are
completed, Robert checked to be sure that the throttle would
work freely before driving the vehicle. At this time it is also
good to turn the key on and let the fuel pump pressurize the
system. Check the entire fuel system again for any leaks before
driving. Once the vehicle is taken for a short test drive, it
will be once again checked for leaks and linkage binding.
