Even the local flat-fender hunting rigs saw occasional small-block V-8 transplants, with a close-ratio, muscle car T-10 four-speed transmission sandwiched between the engine and Model 18 transfer case. From the fall of 1963 when I began high school until my graduation in 1967, the local new car dealerships provided the most sought-after performance cars that enthusiast magazines could promote.ĭespite ready access to fishing, hunting and exploring ghost towns, with primitive back roads virtually leading from our doorsteps, the high performance virus was infectious. In the rugged surroundings of the Eastern Sierra, with its practical need for 4WD utility vehicles, our local burger joint’s parking lot and Highway 88 looked no different on Friday night than Woodward Avenue in Detroit, Michigan. The machine was state-of-art during the muscle car era, that exciting period when pony cars and the likes of Mopar 426 ‘Hemi’ V-8s were making racing history in NASCAR, NHRA and most backcountry lanes of North America. At my shop stands a mid-1960s circa Sun 720 Electronic Engine Tester built by Sun Service Equipment. In the earliest years of my professional career, engine oscilloscope diagnostic equipment provided a professional edge. On-board computers and self-diagnosis have been the most significant advancements in the automotive service field. See the 'Cracking the K-Line' thread - if a tester for the Espar is going to emerge, it will be in that thread.Jeep How-to: Advanced Fuel-Injection Troubleshooting and Diagnostics I also have a salvage Espar that I want to test, as well as the one in my van. You can make it talk with a LOT of work (read: custom hardware and software) but if you don't know the command codes or the responses, it is kinda pointless. I've tried a DAD/MD802/iCarSoft and there is some timing problem with the Espar which prevents it from talking to these. They exist, I think, in the form of the 7 day timer, which has a diagnostic function? Maybe the big old Dodge diagnostic tool DRB-III can do it? The one thing we do NOT have, which actually I think would be the MOST important, more valuable than a bench tester, is a code reader capable of reading the Espar's fault codes. I think Vic is right it would be easier to test in-vehicle. somewhere to route the Espar exhaust away from where you are working water circulating in/out of a bucket and a circulation pump I have thought a lot about building a bench tester for the Espar.

Chrysler drb iii bench test