Originally Posted by Duke2.6

As I said, I invite everyone else to do the same test.

There are numerous EZL modules, which have different characteristics including both initial advance and different advance-RPM characterisitcs depending on the R16/1 value. I think the details are in the service publications, but for a given EZL module, the only way I know of to alter the advance curve is by using different R16/1 resistances. The initial timing is fixed by the EZL and is not adjustable, but different EZLs may offer different initial timing values.

It's possible that the increase in low end torque is less noticeable on automatics because if you apply significant throttle below converter stall speed the engine will immediately rev to the stall speed. I don't know what the automatic converter stall speed is, but 2000 is typical. You can test yours by firmly applying the brake at a dead stop, then floor the throttle for a couple of seconds and read the tach.

My experience with my five-speed and no R16/1 resistor installed is that I can drop it into fifth gear on a level road at 35 MPH, which is about 1300 revs. If traffic slows to 30 (1100) and then increases back to 35, I don't bother to downshift. With the OE 750K ohm resistor installed fifth was not useable below about 45 MPH.

My major complaint with the M103 was always lack of low end torque, but that's not the case, today. It now has the broad torque bandwidth of my favorite Corvette SHP engines. I call it "half a L-79" - the 327 CID, 350 HP Corvette engine from '65 to '68 that will easily pull from 1000 revs in top gear and make useable power to 6500.



Duke