S10Wildside

Here's a sneak peek at what we've been working on for 1987-up SBC and 4.3L V6 engines. Early SBC engines won't accept the timing set, but depeding on demand, we may support the early SBC in this fashion.

Illustrated in this photo with a 1996-up 8 inch Vortec damper. The L98 damper is smaller in diameter.

We are hoping to be in full production by summer 2013.



These conversions bring the following ECUs to the 3rd Gen F-Body:

• Gen III GM LS-Series PCMs
• Gen IV GM LS-Series ECMs/TCMs
• Holley EFI (Dominator and Avenger)
• FAST
• BigStuff3

These ECUs bring the following technology to the 3rd Gen F-Body:

• Cable or Electronic Throttle
• 4L60E transmissions
• 4L80E transmissions
• 6L80E and 6L90E transmissions (GM Gen IV ECM/TCM only)
• Integrated Cruise Control (GM ECUs only)
• EFILive, HP Tuners, and LS1Edit Tuning

Abubaca

iTrader: (3)

How are these different from what you've been offering all along?

S10Wildside

These new kits introduce a camshaft signal from the face of the camshaft timing sprocket. Getting the cam signal properly aligned with the crank signal is a little tricky when using the Vortec distributor for a cam signal. The GM PCM is not overly fussy about this, but a proper crank/cam signal relationship is more imporant with the GM Gen IV ECMs and aftermarket ECUs.

Metal Tech

can the cam signal sensor mount be made to work with an older (billet not stock Vortec) timing cover that only has the crank sensor provision. I've got the parts just haven't installed due to wanting to upgrade cam at the same time. Do I have to keep checking your site for updates or is there an email list available?

Orr89RocZ

iTrader: (20)

Is that going to clear the water pump? Assuming it needs long style?

Looks good. I will stick with the distributor 1x signal for now with the 411 since its already here and together, but this setup would be awesome to see. Could run Lt1 intake easily but most importantly really clean up the engine look.

S10Wildside

No. You will need the new timing cover.

No email list available. Updates will be available at http://www.eficonnection.com and http://www.facebook.com/eficonnection

S10Wildside

The cam sensor boss (and sensor) cleared both short (Edelbrock) and long (AC Delco) water pumps we have in the shop. It also clears the 1988-1992 F-Body accessory bracket.

ASE doc

This setup would allow the use of coil on plug ignition along with sequential injection these are major upgrades for any third gen.

Orr89RocZ

iTrader: (20)

The distributor they currently sell for 1x cam sensor will do coil on plug. I am in the middle of my swap right now. If i had my heads back i could be running in a month or so. But not sure when i will have them back

ASE doc

That makes sense as the OEMs all use the CKP sensor for ignition timing and control. The 1x should also be capable of working with SFI since it's only needed for cyl #1 ID. The later OEM units use the higher rate CKP and CMP signals mostly for misfire monitor, I believe. I honestly haven't been updated on all of the latest tech advances in a couple of years and things are constantly changing. Like the new LT1 that will be replacing the LS line of engines next year. It will have direct injection, constant variable valve timing, and 11.5:1 compression. All in a single cam in block V8. Leave it to GM.

Orr89RocZ

iTrader: (20)

Yup my plan is to make it coil on plug sequential injection using the 1x cam sensor setup in the distributor. Should be interesting to say the least

ASE doc

I remember back when I first heard of port fuel injection. I was so pleased thinking that it would be sequential, versus the old TBI. I was so disappointed to find that it was batch fire. I suppose that above 3,000rpm or so it's no big deal but how an engine can idle smooth and have any kind of fuel efficiency when the injectors all fire together with each turn of the crank, I never have really gotten how that's supposed to work. SFI makes so much more sense. I regret that when I purchased my ACCEL DFI, I didn't go with the sequential version then.