EFIDynoTuning Forum

I wouldn't feel bad having to retard the timing. I'd rather have more compression than timing. (within reason)
How much cranking compression does she have now? What ratio were you going for?

so it's reading super rich but pw is 0ms at that time? If it's dumping fuel on decel I would think it would load up and feel flooded and need to "clear out" once back on cruising throttle. Is that the case?

I forgot, Are you super sure the injectors a legit, not fakes? They make fake everything these days. Yikes!
I wonder if you can use dashpot to hold some rpm in between shifts. May help somehow?

Alt idea. you could find what's the lowest the fuel pressure will go at idle. then retune using that psi for the whole tune.
(I think it would just be the injector slopes.)
I have a 255 lph. Mine was tuned for 55psi vac line off at idle. no issues.

since the injectors will be showing, plus a fuel rail, is it worth hiding the mass air meter?

ps I am speaking of an NA combo, boost would really require efi

I had a truck with a 302 and headers with a an Edelbrock 600 carb. In my opinion switching to EFI wouldn't be worth the hassle.
once they're tuned a carb and efi engine all else being equal will run the same. Sometimes the carb'd will make more power due to charge cooling. Now if you had a small cam and went to a big cam the idle will be screwy on the carb'd model but it can be tuned out with some effort.

how about accelerator pump settings?

How does cabaza strat know it's on decel? Closed throttle and high rpm, then it assumes decel right? Almost seems that dfso table could be backwards or have errors somehow. Turn off dfso and try it?

The piston to valve clearance will vary depending on the cam you pick and the cam timing. I went with the Trick flow heads because the valves have been moved/ rotated in the bore giving more room for bigger valves and cam timing. My 86 pistons have no valve reliefs so that influenced my choice.