TBI cam duration

[CSH-HQ]

Just never before dawned on me that the TPI injectors were downstream of the 
TB and that was why they were vac referenced (hence, why I live at CSH, HQ).

Now for the $64K question,  with the 747 I was down to 18ish% VE at idle and 
90+ VE WOT.  Would those seem creditable numbers for a start with a 730?.
Anyone done this or have any ideas about it (where to start).  I'd played a 
little with a Howell 730 prom for a quad TBI, and it was seemingly a rough 
but OK start for use with a dual (non-cross fire) TBI.
Grumpy
  Just ran some new GME stuff, again, looks good.  Having used on a car yet,
but very manageable, user friendly.

  DOC, again got busted Turkey hunting, as y'all might remember what he did 
last year, yep, got a turkey first round with his 12 ga., but all the folks 
in the poultry dept., got really scared, and called the cops. 
  

>Yup, that should work.  Use a familiar ECM, with an external driver box, to
>run a TBI unit feeding a common open plenum manifold, firing the injectors
>in a banked port injection mode.  But why the TPI
>regulator?.................
>
>The TBI injectors are "upstream" of the throttle blades and don't require
>VAC compensation.  If the reasoning for using the TPI regulator was for it
>to function as a fuel curve shaping/tuning aid, then why not  just use a
>higher fixed TBI pressure (ie: just enough to satisfy the top end)  and
>tailor the rates with the software?
>
>Walt.
>
>
>
>
>>Just for dumb ideas, if your running a TPI level of fuel pressure, why not
>>use a vac referenced fuel pressure regulator, a set of P+H 4/1, and a 730.
>>Then just consider it a wet manifold TPI.  If running a single plane I
>don't
>>see where the firing rate of the injector would be as critical (please note
>>I have my CSH, with chinstrap on).  Specifically I looking at a cross fire
>>set of TBs on a vintage Smokey Ram manifold.  Only real advantage is when
>>using diacom.  OK, better/more tables, then 747 in a way.
>>
>
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