200r4 w/a 200 v-6???Will that work????

[Darwinskeeper]

mhamilton, where does the 200/229 like to rev. You have stated frequently that 2000rpm is the top end of the smaller sixes' comfort zone but how low do they like to go?

I did a few quick calculations assuming 205/65R15 tires (dia 25.49) 817 rev/mi. 13.62 wheel rpm per mph.

This would suggest that 3.08 gears might be best, even though they seem like they would be steep for a wagon with a 200cuin V6.

25mph (13.62rpm/mph)(3.08) = 1048rpm
45mph (13.62rpm/mph)(3.08) = 1888rpm
45mph (13.62rpm/mph)(3.08)(.67) = 1265rpm
70mph (13.62rpm/mph)(3.08)(.67) = 1967rpm

It would seem to me that 3.73s are a bit too low

25mph (13.62rpm/mph)(3.73) = 1270rpm
40mph (13.62rpm/mph)(3.73) = 2032rpm
40mph (13.62rpm/mph)(3.73)(.67) = 1361rpm
60mph (13.62rpm/mph)(3.73)(.67) = 2043rpm
70mph (13.62rpm/mph)(3.73)(.67) = 2383rpm

I would go for 3.23 or 3.42 myself.
I geek therfore I am. :lol:

 

[mhamilton]

I can tell you without a doubt that the 229ci has the bottom fall out of the power curve once you reach 2500 rpm. Literally, it falls flat on its face and does nothing but make noise. I imagine the 200ci is very close, if not a bit lower due to its smaller bore.

As for the low end, it's hard to say with my auto. I cruise just fine at 35 mph in top gear w/ 2.41 axle. Below that it starts to lug, but the TCC usually unlocks and provides some torque multiplication. 2nd gear @ 1.59:1 is very comfortable at 20 mph for heavier loads.

I haven't had a tach on mine for a while, but your 3.08 numbers look good in the 1000-1800 range.

 

[chevymalibu1]

GUYS THIS TALK IS GREAT KEEP IT COMING i AM LEARNING ALOT,THANKS TO EVERYONE SO FAR,KEEP IT COMING IF ANY OTHER IDEAS.
THANKS
MARK

 

[Darwinskeeper]

80ECLT,

I have a couple of questions regarding installing an 87-93 S-10 4.3 TBI.

How well will the injector's computer system adapt to nonstandard engine configurations? Would it have any trouble going to a 200 or 229 V6 or to a mildly modified engine like Darwin's which has headers and a mild cam upgrade? Would one need to reprogram to get the most out of the system?

To what degree would the fuel delivery capacity of the 4.3 TBI limit the power? I'm guessing that Darwin's V6 may make as much as 200hp at the flywheel, would the TBI restrict power at the upper revs (about 5500rpm)?

Is the engine computer able to live in the engine compartment? Or would one need to find a place for it in the interior?

Will I be able to use my current vacuum/mechanical advance HEI distributor with the TBI or do I need to use a special electronically controlled unit that has its advance set by the computer?

I am more than a little intrigued by the possibility of using fuel injection. I may prefer going olde school in the engine compartment, but the price of gas has me seeking efficiency wherever I can find it. I haven't found any satisfactory manifolds for a Quadrajet, so some sort of fuel injection may be the next step -- after I get Pandora running and swap in that 5 speed.

 

[80ECLT]

80ECLT,

I have a couple of questions regarding installing an 87-93 S-10 4.3 TBI.

How well will the injector's computer system adapt to nonstandard engine configurations? Would it have any trouble going to a 200 or 229 V6 or to a mildly modified engine like Darwin's which has headers and a mild cam upgrade? Would one need to reprogram to get the most out of the system? A. You would be able to give howell your engines specs and they will re-flash a prom for your engines needs.

To what degree would the fuel delivery capacity of the 4.3 TBI limit the power? I'm guessing that Darwin's V6 may make as much as 200hp at the flywheel, would the TBI restrict power at the upper revs (about 5500rpm)?
A. I do not believe that would be an issue, and the re-flashed prom will help it suit your engines fuel needs. Ive spun stik shift tbi 4.3 v6's to almost 6k before, and they make nice power.

Is the engine computer able to live in the engine compartment? Or would one need to find a place for it in the interior? A. You would need a 81-up g-body passenger side "computer kick panel" to house the ECM.

Will I be able to use my current vacuum/mechanical advance HEI distributor with the TBI or do I need to use a special electronically controlled unit that has its advance set by the computer? A. You would need a TBI Dizzy. And in the case of a 200, 229, a special dizzy would be needed due to the semi even fireing. I am pretty sure someone makes one. I looked into it once. 262 can use a stock, or Moroso 4.3 tbi distributor. I have a moroso billit distributor on mine.

I am more than a little intrigued by the possibility of using fuel injection. I may prefer going olde school in the engine compartment, but the price of gas has me seeking efficiency wherever I can find it. I haven't found any satisfactory manifolds for a Quadrajet, so some sort of fuel injection may be the next step -- after I get Pandora running and swap in that 5 speed.

Answers in RED dancin_banana.gif

 

[ScotSea]

The 200 and 229 can't use the 4.3 TBI fuel injection. The reason is the odd fire crank. It might be possible to get it to run somewhat OK with just TBI fueling and using a regular distributor for ignition timing. The ECM will just think the RPM is going all over the place. It measures RPM with every ref pulse, and with the ref pulses coming in at different times (due to the odd fire crank) it wll think a higher and lower RPM with every ref pulse.

Scot

 

[80ECLT]

200 and 229 are not odd fire, they are semi even fire (as opposed to true even fire like the 4.3) With the right distrubutor (i know someone makes it) and the ECM reflashed, the TBI will work with semi even fire engines (200, 229). I have seen it done. Its just a matter of getting the right distributor. And if that distributor is no longer available, you could always build a megasquirt system for it, and run a vac advance dizzy.

Ill try to look up that distributor and post it.