PROJECT 427W, PART 6 THE DYNO RUN

THE DYNO RUN

 

Build, text and photos by Mike Mavrigian

 

.

Well, we finally ran this engine on dyno. The dyno location was Platinum Engine Designs in Norwich, Ohio, a clean-as-a-whistle top-notch race engine shop in southeast Ohio, equipped with a late-model SuperFlow engine dyno.

While performing the setup, I added 7.5 qts of 30W non-detergent oil along with 12 ounces of Comp Cams “break-in” additive (this provides a concentrate of ZDDP for high-pressure lubrication. Even though we’re running a roller cam and have no concerns about breaking-in a flat tappet cam, the zinc additive serves to protect valve stem tips when using high pressure springs. Basically, the addition of ZDDP is absolutely essential for a flat tappet cam, but it can help to protect additional contact areas, and can never hurt. Just add it as a matter of course.

Since we needed to change the distributor gear over to bronze anyway, and to achieve more clearance between the distributor head and the front of the intake manifold, I swapped out distributors in favor of an MSD ready-to-run pro-billet distributor, P/N 8354, which we equipped with an MSD bronze gear (for compatibility with our billet Lunati roller cam). The ready-to-run distributor features a built-in ignition module and does not require an external MSD ignition control box. I’ll set the Performance Distributors’ Duraspark distributor aside for a future build.

The MSD ready-to-run distributor is a nice upgrade from the bulkier Duraspark version. The billter aluminum housing is 5/8″ smaller in diameter, providing much-needed clearance and compactness. The built-in module produces a 7.5 amp single spark through high rpm. The mechanical advance is easy to adjust with included springs and stop bushings. The vacuum advance canister provides improved economy but can easily be locked out. The maintenance-free magnetic pickup and precision reluctor creates stable trigger signals throughout the entire rpm range. The polished steel shaft is QPQ coated for friction reduction and is guided by a sealed ball bearing. The unit is supplied with a small-diameter cap with HEI (male) style terminals.

The MSD P/N 8354 Pro Billet Ready to run distributor features a built-in ignition module, requiring no external ignition controller box.

 

In order to ensure compatibility with our Lunati steel cam, we installed an MSD bronze gear to the MSD distributor. After the runs, I pulled the distributor to check for tooth condition (seen here). Condition was beautiful and the engagement wear pattern was peachy. Gear depth (from bottom of housing seat to bottom of gear) was set at 4.000″.

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Because neither I nor the dyno shop had no previous experience with the Projection III EFI, I decided to initially run the engine with a carburetor (to establish base timing, seat the rings, verify oil pressure, check for leaks, etc.). Once we made a few initial runs, we’d then switch to the EFI. My early estimate in terms of horsepower was in the high 500 / low 600 HP range. I have to be honest and admit that we didn’t hit those numbers, and I freely admit that I made a mistake in terms of carb and cam selection.

We initially ran the engine with a Demon 750 double-pumper 4-barrel carb. Our best pull was 516.9 HP at 5,900 rpm and 529.2 lb-ft at 4,100 rpm. It quickly became painfully obvious that the engine wanted much more than the 750 cfm carb could deliver (an ideal carb size would be 850 or even 900 cfm). However, the 750 was the only carb I happened to have on my shelf (if I had a bigger fuel/air bucket, I would have used it).

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Todd at Platinum Engine Designs fits our motor to his SuperFlow dyno.

 

Here the engine has been prepped and is ready for the initial fire-up. The dyno shop’s exhaust headers featured 1 5/8″ primary tubes, stepped to 1 3/4″, with 3 1/2″ collectors.

 

The MSD 8354 distributor features a small-diameter head, providing additional clearance at the front of the intake manifold.

 

After initial running, Todd adjusted total timing to 34 degrees. Throttle response was extremely quick.

 

After verifying that the engine had no issues and ran like a watch, we then installed the Projection III EFI setup.  Our best pull with the EFI was 500 HP at 5,700 rpm and 517.5 lb-ft at 4,600 rpm. Lower numbers, granted, but I wouldn’t automatically blame the EFI system. The potential seems to be there, but more tuning time is needed. The Projection III EFI is a very cool system. The unit provides the appearance of a large 4-barrel carb while providing the crispness and tenability of an EFI system. Two fuel injectors reside inside each of the “fuel bowl” housings. Installation is not complicated at all. The throttle body unit bolts onto the intake manifold in the same manner as a carb. A main harness connects to power, ignition switch and coil. A dedicated oxygen sensor harness plugs into the supplied O2 sensor (a clamp-on or weld-on O2 sensor bung kit is included).

A mini ECU is integrated onto the right side of the throttle body, so no external ECU is required. The fuel feed (supplied) consists of a dual feed -6AN log, with an already-installed pressure regulator. Fuel pressure recommendation is 45 psi. An aluminum in-line electric fuel pump is also included in the kit.

Tuning the EFI can be accomplished either by adaptive learning (simply running the engine and driving the vehicle over a period of time/cycles prompts the unit to “self learn” to adapt to the engine’s operation), or by custom-tuning the system via the supplied software.

The Projection III EFI system from Professional Products includes everything required (wire harness, O2 sensor with harness and mounting bung, programming software, a very detailed instruction manual, coolant temperature sensor, USB cable for programming connection to a PC, electric fuel pump, pressure regulator and -6 fuel feed and in-line filter). The EFI installation and connections were a breeze.

 

A pair if injectors are hidden behind each “fuel bowl.” This is a very clever design that allows you to display an “old school” appearance while taking advantage of electronic fuel injection technology.

 

The TPS (throttle position sensor) is built onto the EFI unit. The TPS must be calibrated for both minium throttle position and maximum throttle position. This is easily accomplished using the included software.

 

The EFI kit includes a coolant temperature sensor. We installed this to the intake manifold’s front left water port. The EFI unit’s built-in ECU must read a minimum of 145 degrees F water temperature before any programming can take effect.

 

The Projection III fuel feed consists of an included -6 fuel log with incorporated fuel pressure regulator.

 

Todd at Platinum Engine Designs loaded the Projection III software to his computer and began to program the EFI, establishing desired air/fuel ratio and adjusting fuel trim. The programming software is quite detailed, and requires a bit of time to become familiarized. Professional Products definitely invested in quite a bit of time in developing this program.

 

The Projection III software allows you to monitor and adjust fuel trim across the rpm range.

 

The Projection III connections were relatively simple. Driving about 400 mioles or so will theoretically allow the unit to “self learn,” while manual programming with their software requires time and patience.

In our brief experience with the system, the adaptive learning feature obviously requires more operating time than we had during our dyno run. We opted to load the software CD and attempted to tune the system (we ran a USB cable from the unit’s tuning cable connection to the dyno control room’s computer). After playing with the fuel trim and adjusting the air/fuel ratio for about an hour, we managed a 509 HP pull. I think that the potential is there, but a bit of time is required for tuning. The menus and graphics on the Projection III software is very high resolution and easy to read, but it appears that you will need to spend some time to achieve final tune. Again, Professional Products tells us that you don’t need to use the software to tune the system, due to the adaptive learning feature of the system, but it’s nice to know that the option is available.

In a nutshell, in order to fully take advantage of the engine’s potential, we need a bigger carb (or more extensive tuning of the EFI) and a bigger cam. Carb size should be in the 850 to 900 cfm range, and the cam could definitely use more duration. Our cam featured duration (at 0.050”) of 232 intake and 242 exhaust (very smooth and easy compatibility with a lock-up torque converter). A better choice (again, to hit the magic 600 HP mark) might be Lunati’s P/N 51018 cam that features 240/252 duration @ 0.050”.

Even better, a custom cam could easily be ordered to suit this engine. Bullet Racing Cams suggested a hydraulic roller with 0.612″ intake and exhaust lift, with 245/253 degrees duration at 0.050″ (lobe sep of 108 or 110), which should really wake this engine up. While I’d love to swap cams and tune fuel/air to hit 600 HP, quite honestly, my dyno-time budget ran out, and I simply couldn’t afford to perform additional dyno tuning.

While we didn’t realize the engine’s maximum potential during the dyno runs, the 500+ HP range and 500+ lb-ft of torque is still nothing to sneeze at, especially for a street car. The extra 100 HP that can be had is probably overkill for the street (after all, how long do you want the tires to fry?), but as we all know, more is always better, either for performance or mere bragging rights.

Current camshaft:

Lunati hydraulic roller P/N 51012

Valve lift  544 int / 560 exh

Duration @ 0.050  232 int / 242 exh

Centerline 108 int / 116 exh

Suggested upgrade camshaft (to allow us to hit the projected 600 HP range):

Lunati hydraulic roller P/N 51018

Valve lift 560 int / 576 exh

Duration @ 0.050  240 int / 252 exh

Lobe separation 110

Suggested custom cam profile (re Bullet Racing Cams):

Valve lift 612 intake and exhaust

Duration @ 0.050″  245 intake / 253 exhaust

Lobe separation 108 or 110

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427W ENGINE DYNO DATA (with our 750 cfm carb)

 

EngSpd      STPPwr           STPTrq    Fuel1M     Fuel2M      BSFC     CoolOt        OilSmp      Oil P

RPM              CHp                  Clb-ft          lbs/hr       lbs/hr         lb/hph     degF           degF           psig

 

4100             413.1                 529.2           128.3           59.7             0.495         154               210             56.6

4200             421.3                 526.9             129.2           60.9             0.491         156               210             56.7

4300             431.5                 527.0            129.7           62.2              0.484         156              211              56.8

4400             440.6                 525.9            130.9           63.4               0.480        157              211              56.8

4500             449.7                 524.8            132.1            66.0               0.480        158              211              56.9

4600             458.7                 523.7            134.4            69.7               0.485        158              212              57.1

4700             467.7                 522.6            137.9           73.8               0.493         159              212              57.4

4800             475.5                 520.3            138.3            78.1               0.496         160              212              57.7

4900             482.1                 516.7             137.4             78.0             0.487         160              212              58.0

5000             488.5                 513.1             137.2             77.8               0.480         161              212              58.3

5100             493.6                 508.3             139.6             78.1               0.481          161              213              58.6

5200             497.3                 502.3            139.1              78.2               0.477         162              213              58.7

5300             499.6                 495.1             138.9              79.1               0.476          162              213              58.8

5400             500.4                 486.7            138.9             80.6                0.479          163              213              58.8 

5500             503.4                 480.7            140.0             80.1                0.478          163              214              58.9

5600             506.2                 474.8             140.0             80.1                0.474          164              214             59.0

5700             508.8                 468.8             140.5              81.1                0.477          165              214              59.0

5800             513.2                 462.9              142.1              82.9                0.482           165              214              59.1

5900            516.9                 455.7             143.0             84.4                0.487          166               214              59.2

6000             514.6                 446.0              144.5             85.5                0.495           167              214              59.2

Special thanks to Todd at Platinum Engine Designs for his dyno services.

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OUR PART NUMBERS

DART 351W IRON EAGLE BLOCK…………………31385135

SCAT CRANK 4.00 STROKE…………………………4-351C-4000-6200

SCAT RODS 6.200……………………………………..2-ICR6200-7/16

JE PISTONS AND RINGS  4.125 BORE………………232474

CLEVITE MAIN BRGS ……………………………….MS-1010HX

CLEVITE ROD BRGS …………………………………CB-663 HN

VICTOR GASKET SET………………………………..FS3428A

VICTOR MLS CYL HEAD GASKETS………………..MLS 54293

FEL PRO INTAKE GASKETS…………………………1262R (size needed for our Trick Flow heads)

LUNATI ROLLER CAMSHAFT……………………….51012  RRN1-232-242

LUNATI ROLLER LIFTERS………………………..…72335LUN

RACE PUMPS FUEL PUMP…………………………. 1700 (if carb is used)

RACE PUMPS REGULATOR …………………………5011(if carb is used)

PROFESSIONAL PRODUCTS ELECT. FUEL PUMP..           (for EFI)

PROFESSIONAL PRODUCTS FUEL REGULATOR…           (for EFI)

MOROSO OIL PAN…………………………………….18507

MOROSO VALVE COVERS…………………………..68450

MOROSO OIL PUMP PICKUP…………………………24507

ARP OIL PUMP SHAFT……………………………..154-7901

ARP FASTENERS

                                             Head studs……………..….254-4703

                                             Intake manifold……………454-2103

                                             Oil pan studs………………454-1904

                                             Balancer bolt………………150-2501

                                             Alternator bracket bolt……450-3301

                                             Valve cover studs…………400-7614

                                             Distributor stud…………….450-1701

                                             Cam bolt……………..……155-1001

TOTALLY STAINLESS FASTENERS

                                              Intake manifold……………6-0838

                                              Fuel pump (mech)…………6-0596

                                              Distributor bolt…………….6-0512

                                              Balancer bolt kit……………6-0725

                                              Valve cover bolt kit………..6-0542

                                              Oil pan bolt kit…………….6-0572

Note: Both ARP and Totally Stainless offer great fastener kits for this application.

TRICK FLOW CYLINDER HEADS……………………TFS-5170T012-C01

MELLING OIL PUMP…………………………………..10833

MELLING TIMING SET……………………………..…40402

MEZIERE WATER PUMP………………………………WP311B

MEZIERE WATER NECK…………………………..….WN0023B

SILVER SEAL TIMING COVER……………………….TW6600

PRW 6.5” RACE DAMPER……………………………..2430203

PRW FLEXPLATE………………………………………1830213   (157 TOOTH)

PROFESSIONAL PRODUCTS HURRICANE INTAKE….54032

PROFESSIONAL PRODUCTS POWERJECTION III EFI .70027

PERFORMANCE DISTRIBUTORS DIST………………35720 DURASPARK

PERF DIST PLUG WIRES……………………………….C9059 LIVEWIRES

(Blue, 135 deg. boots. Pre-made, designed for over-valve cover routing)

(while I used trim-to-fit wires to achieve my wrap-around routing, the Livewires are an excellent option if you prefer over-the-valve-cover wire routing)

PERF DIST MODULE/COIL KIT……………………….31721 FOR DURASPARK

PERF DIST BILLET LOOMS…………………………….9100

MSD SPARK PLUG WIRES (Multi-angle HEI)…………31189

MSD PRO-CLAMP WIRE SEPARATORS………………8843

HARLAND SHARP ROLLER ROCKERS (OFFSET)…..S4202

LUNATI PUSHRODS 5/16X.083X7.700……………..….82135 PRO SERIES

EDELBROCK BILLET BREATHER……………………4213

SUMMIT PCV……………………………………………SUM-440308

BOSCH SPARK PLUGS…………………………………7957 Super Plus

ROYAL PURPLE MAX TUFF ASSEMBLY LUBE……….01335

ARP MOLY THREAD LUBRICANT………………………100-9905

ARP 4.125” PISTON RING COMPRESSOR……………….900-1250

VALCO ALUMINUM RTV…………………………………71195

JOE GIBBS BREAK-IN ENGINE OIL (W/ZDDP)…………BR

PUROLATOR OIL FILTER…………………………………PL30001

MSD BILLET READY-TO-RUN DISTRIBITOR……..8354

 

 

OUR FASTENER TORQUE SPECIFICATIONS

 

MAIN CAP TORQUE SPECIFICATIONS

Dart specifies the following torque values for their main cap bolts…

(Note: all torque values listed are based on the use of oil on threads and bolt head undersides)

INBOARD ½”-DIA BOLTS………………………………….105 ft-lbs (w/oil)

OUTBOARD 7/16” SPLAYED BOLTS AT CAPS 2-3-4…… 65 ft-lbs (w/oil)

OUTBOARD 3/8” BOLTS AT CAPS 1 & 5…………………. 35 ft-lbs (w/oil)

(Note: with all cap bolts in place, tighten the ½”-dia bolts first, followed by the 7/16” outboard splayed bolts, followed by the 3/8” outboard bolts)

CONNECTING ROD BOLT TORQUE

ARP 7/16” 8740 ROD BOLTS………………………………..63 ft-lbs (w/moly)

(or tighten by monitoring bolt stretch…. 0.004 – 0.005” ….0.005” max)

CAMSHAFT SPROCKET BOLT ARP 155-1001…………….45 ft-lbs

CAMSHAFT RETAINER PLATE BOLTS……………………9-12 ft-lbs

OIL PUMP TO BLOCK 3/8” BOLTS………………………….25 ft-lbs

OIL PUMP PICKUP  5/16”X 18 BOLTS………………………18 ft-lbs

OIL PAN NUTS………………………………………..………12-15 ft-lbs

DAMPER BOLT ARP 150-2501………………………………80 ft-lbs (OE spec)

CYLINDER HEAD STUDS ARP 254-4703

Studs to block……………………………………….finger-tight plus @ 8-10 ft-lb preload

Nuts to studs (in 3 steps)..………………………………………45, 75, 105 ft-lbs

ROCKER ARM STUDS (7/16”) TO HEADS…………………45 ft-lbs

(intake locations require thread sealer)

FLEXPLATE……………………..……………………………..85 ft-lbs (OE spec)

TIMING COVER TO BLOCK….………………………….…..18 – 20 ft-lbs

WATER PUMP TO TIMING COVER.…………………….…..18 – 20 ft-lbs

INTAKE MANIFOLD………………………….10 ft-lbs initial on all bolts, followed by 15 ft-lbs on all bolts. Finally, 25 ft-lbs on only the center eight bolts. These are the specs provided by Professional Products, for their Hurricane manifold.

VALVE COVERS …………….………………………….……………………100 in-lbs

(I used ¼”x20 ARP stainless bullet-nosed studs and 12-point nuts)

THROTTLE BODY (OR CARB) TO MANIFOLD…………….80 in-lbs

SPARK PLUGS (w/moly)……………………………………….15-18 ft-lbs

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PARTICIPATING MANUFACTURER DIRECTORY

Thanks to all of the following for their participation in this project.

ARP

1863 Eastman Ave.

Ventura, CA 93003

805-339-2200

www.arp-bolts.com

BIRCHWOOD AUTOMOTIVE GROUP

10205 Wooster Pike Rd.

Creston, OH 44217-2221

330-435-6347

www.birchwoodautomotive.com

BOSCH MOTORSPORTS

2800 S. 25th Ave.

Broadview, IL 60155

919-846-2115

www.boschusa.com

CAM MOTION

2092 Dallas Dr.

Baton Rouge, LA 70806

225-926-6110

www.cammotion.com

DART MACHINERY

353 Oliver Dr.

Troy, MI 48084

248-362-1188

www.dartheads.com

FALL AUTOMOTIVE MACHINE

3519 Jackman Rd.

Toledo, OH 43612

419-473-1557

FRAGOLA PERFORMANCE SYSTEMS

888 West Queen St.

Southington, CT 06489

866-337-2739

www.fragolaperformancesystems.com

GEARHEAD TOOLS (TM MACHINE PRODUCTS)

24773 Avenue Rockefeller

Valencia, CA 91355

800-733-4463

www.GearHeadTools.com

GOODSON TOOLS & SUPPLIES

156 Galewski Dr.

Winona, MN 55987

800-533-8010

www.goodson.com

GREBER POWDERCOATING

313 Clark St.

Elyria, OH 44035-6105

440-322-3685

e-mail: gmt313@yahoo.com

GRESSMAN POWERSPORTS

904 Lime St.

Fremont, OH 43420

419-355-8980

www.gressmanpowersports.com

HARLAND SHARP

19769 Progress Dr.

Strongsville, OH 44149

440-238-3260

www.harlandsharp.com

INNOVATORS WEST

1800 E. 4th Ave.

Hutchinson, KS 67501

800-816-2393

www.innovators.bz

JE PISTONS

15312 Connector Lane

Huntington Beach, CA 92649

714-898-9763

www.jepistons.com

LISTA INTERNATIONAL CORP.

106 Lowland St.

Holliston, MA 01746

800-722-3020

www.listaintl.com

LOCK-IN-TOOL

2511 Providence Rd. South

Waxhaw, NC 28173

www.lockintool.com

LUNATI

11126 Willow Ridge Dr.

Olive Branch, MS 38654-4013

662-892-1500

www.lunaticamshafts.com

MAC TOOLS

505 N. Cleveland Ave.

Suite 200

Westerville, OH 43082

800-622-8665

www.mactools.com

MAHLE CLEVITE

1350 Eisenhower Place

Ann Arbor, MI 48108-3282

800-338-8786

www.mahleclevite.com

MEDINA MOUNTAIN MOTORS

199 Factory St.

Creston, OH 44217

866-218-7467

www.medinamountainmotors.com

MELLING SELECT PERFORMANCE

PO Box 1188

Jackson, MI 49204

517-787-8172

www.melling.com

MEZIERE ENTERPRISES

220 South Hale Ave.

Escondido, CA 92029-1719

800-208-1755

www.meziere.com

MOROSO PERFORMANCE PRODUCTS

80 Carter Dr.

Guilford, CT 06437

203-453-6571

www.moroso.com

MSD IGNITION

1490 Henry Brennan Dr.

El Paso, TX 79936-6805

915-857-5200

www.msdignition.com

PERFORMANCE DISTRIBUTORS

2699 Barries Dr.

Memphis, TN 38132

901-396-5782

www.performancedistributors.com

PLATINUM ENGINE DESIGNS

8485 Bethel Rd.

Norwich, OH 43767

740-796-6215

PROFESSIONAL PRODUCTS

12705 S. Van Ness Ave.

Hawthorne, CA 90250

323-779-2020

www.professional-products.com

PRW INDUSTRIES

193 West Orangethorpe Ave.

Placentia, CA 92870

714-792-1000

www.prw-usa.com

PUROLATOR AUTO FILTERS

3200 Natal St.

Fayettville, NC 28306

800-526-4250

www.purolatorautofilters.net

RACE PUMPS

222 Hillcrest Dr.

High Point, NC 27262

336-476-9720

www.racepumps.com

ROYAL PURPLE, LTD

1 Royal Purple Lane

Porter, TX 77365

888-382-6300

www.royalpurple.com

SCAT ENTERPRISES

1400 Kingsdale Ave.

Redondo Beach, CA 90278-3983

310-370-5501

www.scatcrankshafts.com

SILVER SEAL PRODUCTS CO.

PO Box 1050

Trenton, MI 48183-1050

734-479-2255

www.silver-seal.com

SUMMIT RACING

PO Box 909

Akron, OH 44398-6177

800-230-3030

www.summitracing.com

TOTALLY STAINLESS

PO Box 3249

Gettysburg, PA 17325

800-767-4781

www.totallystainless.com

TRICK FLOW SPECIALTIES

1248 Southeast Ave.

Tallmadge, OH 44278

330-630-1555

www.trickflow.com

VALCO CINCINNATI

411 Circle Freeway Dr.

Cincinnati, OH 45246

800-788-3865

www.valco-cp.com

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  • http://www.melfast.com fastener distributor

    Hi,

    Fantastic work, it’s really wonderful project.

    Thanks for the detail.

  • Johnny

    HI,

    Instaling the same distributor and the same injection system on a 351W stroked to a 418. and having seious issues with the wiring. speccially the gray cable that comes out of the distributor.

    Also the sp and cp cables from the Powerjection system. i am not using an ignition box.

    I will appreciate all the info you could give me.

    jvg123@terra.es

    Thanks

  • Steiner

    You may be better off changing your RPM range in the main setup to allow fuel control through 6500 RPM. Notice that the base settings only go through 4500 and the automatic calibrations fall off where you actually need fuel. The easiest way to get your full throttle fueling dialed in is to do it through the Adaptive Learn screen. Just select “Edit” -> “Adaptive Learn”. Note the RPM ranges and watch your AFR’s at each RPM range during a run. Then go into the adaptive learn screen, click “Edit – Off” (turns editing on), and change the values in the 90-98 MAP column. The number you should enter should be close to ((Measured AFR – Target AFR) / Target AFR) * 100.

    Johnny, the gray wire on your distributor is a new feature. It is a 12V 20% duty cycle tach signal identical to what an MSD box would output on the tach port. You should connect that line to the CP cable on your Powerjection and tape the end of the other wire. Then select “6A” as the coil input on your Main Setup. This will give you the cleanest tach signal for the Powerjection III. You can drive your tach from that signal as well or use the negative terminal on your coil.

  • JOHNNY

    thanks for your answer. but it didnt work for me like that it worked with the black efi cable to the coil with a diode to correct the signal. and the gray cable from the distributor directly to the autometer tach. but planing to install a MSD 6AL as well.

    my main concern is the software now. i dont know if the parameters are ok.

    1.- Any advice to whom can send me all the values setted up for my engine.
    2.- or whom i migth call.

    p.D: i think the issue above came corrected on the new computers that where put after July 2010 i think. Mine was bougth Oct 2009

  • Steiner

    The software comes set up with the negative terminal of the coil preselected in the main setup for the tach signal. You can use the gray wire from the distributor or the tach output from an MSD box on the CP wire. Then you must go into the main setup and change the signal switch to “6A”. All of this is covered in the manual. If you are going to install an MSD box you will have to do this anyway because you can no longer connect the coil to the PJ unit because the low RPM multiple spark feature will screw up the signal to the PJ and the high voltage could possibly damage the unit. I have had my unit since September 2009.

    There has also been a software upgrade since 2009 and I think they are working on another one. You can get the phone number for Retrotek from their website and call their tech support. You can also go to v8buick.com and look in the “High Tech” section where there is a 25 page thread on the PJ-III. I have posted many screenshots from the values I am using on my 500hp 400 small block Chevy.