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Which distributor are you guys using for EFI units that control timing?
The inexpensive answer is to just use the HEI from a CCC 307. The CCC computer controls the timing on that distributor now. The module works the same as the ones in the Chevy TBI and TPI motors. The module does have a built in fixed advance curve if the timing signal from the computer is lost, giving you a limp-home mode.
I called and asked Holley about that and they're telling hell no, can't be done.
I would love to save money and use it, please tell me how.
I don't know anything about the Holley system. Ask them if their ECU can operate a stock Chevy TPI distributor. If the answer is yes, then it can also operate an Olds CCC distributor.
Yes they said it can, they claim has to be a mid 90's small cap HEI.
As I suspected. The Chevy module and the CCC module work exactly the same. The pin-out functions on the modules are exactly the same. People have used the TPI computer to run the CCC distributor on an EFI Olds conversion before, so I know this works. You just need to swap the connectors from the Chevy connectors to the CCC connector at the distributor, making sure the pin-outs are in the correct places.
The real issue is that they haven't tried it with the CCC distributor, so their first answer is "no", without actually looking at the schematics.
Here's more info on the GM distributor modules from the Megasquirt website. The small cap distributor uses the eight pin module (lower left), which is identical in function to the seven pin module used in the CCC distributor (upper right) except that the eighth pin is an extra ground.
So I just need to find a 90's distributor from a Chevy for starters,
Um, no. The Chevy distributor won't fit an Olds. The Chevy module won't fit an HEI body.
Get a CCC distributor from an Olds 307.
Here are the Chevy pinouts that mate to the Holley unit:
Here are the pinouts on the CCC module:
Note that except for the "G" terminal on the 8-pin module (the extra ground) the terminals are exactly the same. The +B and C terminals are the normal ones that go to the coil in the cap on the HEI. The P and N are the ones that go to the pickup coil inside the distributor. The E B R terminals are the three that connect to the ECU for timing sense and control. Just connect these three wires from the ECU to the CCC module instead of the Chevy module. You will want to get the correct CCC connector. If the ECU needs the extra ground wire, connect it to the distributor body or the ground terminal in the cap (the middle one in the row of three).
What carb are you running currently? There is certainly nothing wrong with setting up a carb and distributor to match your engine, and performance will likely be within a few percent of the throttle body EFI system. The EFI will always provide better cold start performance and mileage, but overall you likely won't see much difference. Your call.
I can't say that I'd recommend Mondello's for this, however...
You have the original CCC carb and distributor per your last post.
If so, that's the distributor that could be used with EFI.
If you have a warmed up 350, I would not try to run it with the CCC system. It depends on your cam specs and compression. It will run okay, but won't run great unless you learn all the details of the system and rework the carb accordingly. Most good q-jet guys won't touch the CCC q-jets, and parts/support/knowledge of the systems are more obsolete by the year. The biggest challenge is that its difficult to re-jet the primary side (unless you raid a bunch of parts carbs), so engines larger than the 307 tend to run lean, or the dwell cycle runs off nominal.
You can have a non-CCC quadrajet and distributor built for it (and it will can run good), just don't use Mondello. Guys like Sparky are great for this. It would be significantly cheaper than EFI, unless you really want it.
The CCC ECU is different from those used on the EFI motors. People have reprogrammed the PROM, but the number of people with that skill has gone down as the number of these cars remaining on the road has dropped.
Are you asking about using the stock CCC carb and distributor with a 350? It can be done, but requires some work. The problems are 1) the primary jets are fixed, 2) the secondary air valve is limited to only 70 degrees of opening, and 3) you need to reprogram the PROM to change the timing curve. Of course, there's also the issue of the miles of vacuum lines.
The fixed primary jets can be overcome by changing the fuel map, but there is a limit to the max amount of fuel the primary side can flow. Fortunately, that's only a small part of total flow through the Qjet.
The secondary air valve stop can be filed to allow a full 90 degree opening. Secondary metering rods can be replaced with any Qjet secondary rods, as the secondary side fuel metering is not controlled by the computer.
The timing curve also requires the PROM to be reprogrammed.
To be honest, your least expensive option is to ditch the CCC system and get a conventional Qjet and HEI for now. You can always retrofit an EFI later if you want to, as funds permit.
If you have a warmed up 350, I would not try to run it with the CCC system. It depends on your cam specs and compression. It will run okay, but won't run great unless you learn all the details of the system and rework the carb accordingly. Most good q-jet guys won't touch the CCC q-jets, and parts/support/knowledge of the systems are more obsolete by the year. The biggest challenge is that its difficult to re-jet the primary side (unless you raid a bunch of parts carbs), so engines larger than the 307 tend to run lean, or the dwell cycle runs off nominal.
Back in the Chubecto Listserver days, there was a guy named Kevin Wong who ran the CCC system on a 455 Olds in a full size. He did, in fact, reprogram his own PROM, mainly to change the advance curve. The reality is that the primary side fuel delivery was good enough for the 455. He did need to rework the secondary air valve stop and change the secondary rods. He had it running with no PROM changes initially and it was ok, but changing the advance curve made a big difference. Tweaking the primary side fuel delivery made only small differences.
