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That was part of the "bonus" section. For more information, you can search the generous listings at www.MPGenie.com

There has been a bunch of good advice merely mentioned in the previous threads. Brief mentions often get glossed over. First, I want to repeat the great advice already given merely to reinforce the importance. MOPAROFFICIAL suggested using Magnum heads. Box stock they will out-flow a really...

273, you obviously spent quite a bit of time assembling all those videos. Thank you for that service.

Thank you Hysteric! If I had posted that, it might be construed as me blowing my own horn. Since you posted it, I take it as a compliment. There is more at www.MPGenie.com.

So far it's been a month & they're still working. On the Jeep forum, several guys have swapped them out, and I haven't heard of any issues.

I just swapped the original 1-hole injectors on my '95 Jeep GC for Ford 12-hole jobbies. I like them.

greymouser7, if I recall correctly, you're referencing how it made more power with larger droplets from the carb. I don't remember any efficiency claims. My experience has been 100% that better vaporized and homogenized air/fuel delivers better part throttle power and economy -- haven't found...

In the image below, there is a slight dark spot outlined. That would be my indicator. Based on that, I would add at least 1 Groove that dissects that dark spot, which indicates reduced activity. Beyond the Groove, I would radius the open portion of the combustion chamber squish pad areas...

If I were handed a strange head from an engine I never worked on before, the first thing I would do is look at the story the head wants to tell. Excessive carbon build-up and clean spots are indicators of dead zones. Since velocity is your friend in both the ports and combustion chambers, dead...

I've built a small handful of engines at around 10:1 that ran fine on 87 octane; Saturn 8-valve, Saturn 16-valve, Chrysler 2.2 TBI, a Honda 2.0 Turbo (yes, around 10:1 w/turbo), Chrysler 360, and am finishing up a Jeep 4.6 stroker (based on the 4.0) @ 10.2:1. My tricks lie in the cylinder head...

I've been doing this fuel economy stuff for over 30 years, so it isn't a measure of genius, just how long I've been at it.

Just for kicks & giggles, try disconnecting the battery again and shorting the leads. This will wipe all adaptives again. See if it goes up. You could safely assume it won't drop below the 12 you're getting now.

I did a circuit for the IAT sensor several years ago. The proposed CTS circuit would require an additional analog input and a different software strategy (along with a different PCB).

I assume you discovered the dead battery by turning the key ON and it not starting. When you turned the key ON, the PCM tried to do some initial checks, but with the low voltage, the data collected was corrupted. When you jumped it, it had to collect that data from scratch. You essentially...

To actually use the above circuits, you have to start with them at minimum value -- as close to "Off" as possible. Most ECUs will look at the temperature values of every temp sensor on the vehicle on Key-On; this would include the IAT, CTS, cabin temp sensor, even the cat temp sensor (heater...

Last night when I posted, I was dileriously tired -- I taught a Fuel Efficiency Class this weekend. When I recommended turning the choke spring back, it was because something was improved that justified that action. If you have a stock vehicle, the stock tune is about as good as it's going to...

My own custom electronics! I can make quick test circuits on generic proto boards, which may last a week or 20 years. Something in the category of "reliable" requires automotive grade components (which are in short supply right now) and a professionally made PCB board (which I get done all the...

I developed an electronic circuit I called the IATimer that starts out "not there", then gradually ramps in (adjustable ramp time and final offset value) to an offset of the IAT Sensor value for advanced/retarded ignition timing. A similar ramp circuit could expedite the ramp-in of the coolant...

The exhaust heat will come on almost immediately (only as long as it takes to heat soak the aluminum spacer), which will allow a faster warm-up schedule. You can turn the choke spring back (less tension). I did an experiment with my '95 Jeep GC. It was about 32 degrees out (0 C). I fired the...

Not sure why, but the NGK I tested showed around 9xx ohms. Furthermore, all their spec sheets show 1k ohms as well.

First, you disabled the EGR, so it couldn't contribute to any coking. Second, this may add credence to possible excessive blow-by causing heavy oils in the PCV on Rat Bastid's Ford. For the OP, what is your budget? If it were me, I'd start with a good tune-up and get a base line first. If I...

EGR wasn't used by 1988??? If PCV is a "closed system", where do the 2 ports on the valve covers connect to? EGR certainly was used by 1988. PCV vents to the air cleaner, then the PCV valve draws blow-by gasses into the intake manifold at the base of the carb. What am I missing here??

OK, a combination of too much heat hitting the plenum floor, generous EGR (perhaps), and lots of heavy stuff coming through the PCV port. It helps to diagnose the cause of issues and not just band-aid them over. Would less heat in the cross-over have hit the sweet spot? Was there excessive...

Rat Bastid, you make some excellent points. I can see how poorly atomizing the fuel at the carburetor, having very poor velocity through the induction system, dumping unreasonable amounts of exhaust gas into the plenum, then trying to band-aid it by super-heating the plenum floor could cause...

Could you provide an example of doing it right, and another example of doing it wrong? Could you explain the detriment caused by over atomizing fuel at the booster? I'm open to learning new stuff.

A noisy CPS could trigger a spark event either too early or too late (compared to a good CPS). If triggering too early, you are getting additional spark timing advance. If too late, you are getting spark timing retard. Regardless of what it actually did, I believe your experience relates to...

Since this is a thread on improving fuel efficiency, that's probably irrelevant. The discussion about vaporizing the fuel too soon relates to hurting Volumetric Efficiency due to the additional room vaporized fuel occupies. This was a major concern when the restrictor plates were first...

Charles Nelson Pogue Tom Ogle Allan Wallace GEET Fuel Processor

GM only used it in their Cadillacs (so far as I know), plus they had issues. Originally developed by Lotus for GM, Lotus wanted a bunch of money for the project. Instead, GM bought Lotus, pulled the Northstar program, then sold the rest for pretty much what they paid. It has been plagued by...

I've seen Northstar V-8's stuffed into them, in fact I seem to recall someone offering a kit to facilitate that swap. That's 32 valves of 4.6 liter screamer!