ACCELL GEN 8 vs BS3

[Rybar]

Hey guys, have a close friend who is having a shop build him a new motor and was wondering which system would be better suited for his setup:

Here are a few specs, sorry I don't know the full details:

4th gen 1994 Trans Am - T56 6-speed
Strange 12-bolt rear 3.73
420 cu in Iron block LQ9 - Gen III
8.6:1 compression
D1SC Procharger Intercooled
Dart 225 heads ported
cam specs ???
Edelbrock 1/7/8 LT headers
Custom dual 3" exhaust

He is also wondering what RWHP and Track times to expect from this car. I think the car is around 3600 #

[Blown353]

I believe you mean Gen VII... AFAIK there is no Accel Gen 8 (yet.)

That being said, having tuned several examples of each my preference between the two listed options is the BS3. Much more "user friendly" software, better functioning WBO2, and available barometric pressure compensation via a 2nd MAP sensor... plus CAN-bus capability to drive a Racepak dash if that's your thing.

Both are capable systems when it comes down to featuresets... but the BS3 is much more user friendly. The Gen VII actually has more options visible to the end user (especially with the Pro key) but the amount of options available will overwhelm the majority of users-- you can really dig yourself a hole!

However, you may want to give Lance at Pantera EFI a ring... his 882C has more processing power than both, supports more accurate triggering methods (with the LQ9 you can run the 58x wheel for very accurate knowledge of the crank position). I considered all the available ECUs out there for my new twin turbo LS2 build and Lance's setup gets the nod with BS3 as my second choice.

As far as horsepower... without knowing cam specs and on pump gas at 15psi or so my estimate would be in the area of 850 crank HP (probably 725 +/- rwhp or so) and in a 3600# car with adequate traction I would expect trap speeds around 135 mph. ET would be hard to nail down because of traction issues and the 6 speed, without a drag oriented suspension and sticky tires I expect it to ET all over the place.

[Rybar]

Thanks, I don't know the full details of the build. He was just wondering which engine management system would be best. He was mentioning the Accel system can self learn?

He is having a shop do the build and tuning. So not sure if the shop has a preference.

He was also wondering if the F1 Procharger unit would be a better option over the D1SC, and if an 8 rib pulley and belt would work for either of these head units without slippage.

[Pantera EFI]

We will "bench test" test a Procharger P-1SC-1 on a stock L-92 for a magazine.

This engine has the GM VVT adjustment.

The ECU-882C-2-H-TTL will allow for cam adjustment in
"closed loop"

My results, for the interested, will show the benefits of the VVT.

I will try to post the correct cam angles.

Lance

Lance

[Blown353]

Originally Posted by Pantera EFI

We will "bench test" test a Procharger P-1SC-1 on a stock L-92 for a magazine.

This engine has the GM VVT adjustment.

The ECU-882C-2-H-TTL will allow for cam adjustment in
"closed loop"

My results, for the interested, will show the benefits of the VVT.

I will try to post the correct cam angles.

Lance

Bitchin'. There is no doubt there is a lot of power to be made by moving the cam around compared to a standard fixed cam timing setup.

I'm very interested in the long term durability and reliability of the stock GM cam phaser when paired with a wild cam, higher spring pressures, and higher cylinder pressures of forced induction applications... eventually someone is going to find out just how much "safety margin" GM built into it.

I'd love to run VVT on my TT LS2 but I don't want to be the one to find the breaking point and limitations of the stock phaser!