![]() Charcoal canister purge, torque converter clutch, EGR, cruise control, air conditioning, and air injection reaction are all essentials of a modern management system. All of these functions need to be kept operational for the vehicle to be considered emissions-compliant. It is true that stand-alone ECUs have been integrated into homemade piggyback systems with success. ( 1994-1995 Magnum 5.9 V8 #53030262 factory injectors are about 27.Often, this results in a complex array of electronics and the installation of an additional wiring harness for the guest ECU. Maybe if higher flow 30 to 32 lb/hr fuel injectors were fitted Or what the Germans call the "inflammabilty limit"Ġ.61 lamhda in the above Gruden graph from Porsche. "how high a dynamic compression ratio could a Magnum V8 run on 92 AKI gasoline" Rep Henry Waxman and Rep Pelosi stripped Dingle of his chairmanship and did away with the passing power "loophole" about the year 2009. CO is very low at very rich mixtures anyway. The MI Congressman John Dingle Jr "passing power emissions loophole" used to allow unlimited HC and NOx above 80% throttle, so 10.5 air to fuel ratio was legal. In the "real world" it is probably something like 8.7:1 static even counting carbon deposit build up. The Magnum 5.9 V8 is listed in the 1994-1995 FSM as 9.1:1 static This allowed a relatively high compression ratio for day to day part throttle driving. I think Chrysler did the right thing when they set up the full throttle air to fuel ratio very rich at full throttle.Īs the graph below from a Porsche engineer shows, pinging can be surpressed with a very rich air fuel ratio If you drill out the holes on your crank sensor, you can slot it and move it sideways, this will gain you a bit of ignition timing as playing with the distributor won't do it on the magnum engines. I can tell you the stock intake is known leak oil into the intake tract, hughes sells a kit to remedy this. I don't think the stock ECU would like the aftermarket M1 efi intake, but I have no practical experience with it. I would focus on cleaning up the heads, tightening quench and freeing up the exhaust, although if you don't plan on pulling the heads I'd leave it as-is. I left my conversion basically stock, however everything I have read indicates the stock ECU, which is not able to be reprogrammed by the way, won't tolerate much in the way of mods. I have a digital copy of the MP porting templates for magnum if that's something you want to pursue you can PM me. Anything you can do to help flow is beneficial here. I have read this before as well, that the factory engineers calibrated the magnums rich enough at full throttle to be able to run without any exhaust system and still not lean out. ![]() The factory full throttle air fuel ratio from a very rich 10.5 to 1 to about 12.8 to 1. They may benefit from having the four highest flowing fuel injectors. The four end cylinders may get more airflow from the stock "beer barrel" intake manifold than the four inner cylinders. Others believe that high mileage Magnum v8s on tear down typically show cylinders 1 and 2 having more damage signs from lean detonation. I think the two highest flowing injectors should be put in cylinders 7 and 8. Having the fuel injectors cleaned and flow tested is not a bad idea. These cracks seldom go deep enough to leak coolant. This may be due to improper induction hardening at the factory. It is not unusual to find cracks between the valves on Magnum heads. Milling the heads, then equallizing the combustion chamber CC's to 60 CC's each might be considered. Offset grinding the crank to bring the quench clearance from typically 0.088 to 0.040 or better while gaining a few cubic inches might be considered. Seems like i remember that the Viper rockers certainly do not wipe correctly.įor hot rod use the MPI/M1 manifold is certainly superior. I am not certain that the V10 rockers "wipe" the valve stem tips properly. Years ago here on Moparts Jesse Lackman posted that the Dodge OEM rockers that were nominally 1.6 ratio, actually measured out to 1.7 ratio. ![]() There were Mike Leach built tri-y headers sold by Mopar Performance. i have one of these PCMs but find that in summer it needs 96+ AKI octane gasoline not to ping at full throttle above 3700 rpm. There was a Mopar Performance cam sold to go with this PCM. There is a 91 AKI fuel Mopar Performance PCM that advances the ignition timing 12 degrees and leans the factory full throttle air fuel ratio from a very rich 10.5 to 1 to about 12.8 to 1. i have a set, as do others here on Moparts. There are Mopar Performance plastic port grinding templates for 1994-1995 heads, but they are no longer sold. ![]()
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