8 coils
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Re: 8 coils
Originally posted by 11sORbust
What ecu system can support 8 ignition coils?Is there any???
What ecu system can support 8 ignition coils?Is there any???
Or any engine with a cam synch, ref pulse and an eDist.
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Originally posted by 89 Iroc Z
you can run a eDIST on a stock ECM and use LS1 coils with your stock ECM.
you can run a eDIST on a stock ECM and use LS1 coils with your stock ECM.
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couldn't a cps be made to work on the fuel pump lobe(somehow) and the wire(s) ran down f/p pushrod hole? Or just use the L31 dist??
I thought there was a couple of AFTERMARKET ecu's that support multiple coils
I thought there was a couple of AFTERMARKET ecu's that support multiple coils
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Originally posted by 11sORbust
couldn't a cps be made to work on the fuel pump lobe(somehow) and the wire(s) ran down f/p pushrod hole? Or just use the L31 dist??
I thought there was a couple of AFTERMARKET ecu's that support multiple coils
couldn't a cps be made to work on the fuel pump lobe(somehow) and the wire(s) ran down f/p pushrod hole? Or just use the L31 dist??
I thought there was a couple of AFTERMARKET ecu's that support multiple coils
Sure there are some, but have a deeeeep wallet when you investigate MOTECs, EMERALDs, and the like.
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Hi guys and,er gals?!
Um Grumpy.. If going in this direction (DIS) which coil setup is better/preferred..
8 LS1 Coils and GM looms, an eDist
or
the V6 style Dual output coil packs, except using 4 not 3, and using the 'wasted spark' setup. with I presume an Edist also.
Still somehow need cam angle sensor, or at least a 0d dist ref pulse limiting inital cranking to 2 revolutions b4 firing, then maintaning pulse count...optical might be best.
It could be neater, and certainly a more plentiful supply of V6 coil packs from the wrecking yard. Different driver board tho.... and
I 'm also not using an actual Chev engine..so raiding some factory cam sensors from a boat isn't entirley an option for either.
???
Sean
Um Grumpy.. If going in this direction (DIS) which coil setup is better/preferred..
8 LS1 Coils and GM looms, an eDist
or
the V6 style Dual output coil packs, except using 4 not 3, and using the 'wasted spark' setup. with I presume an Edist also.
Still somehow need cam angle sensor, or at least a 0d dist ref pulse limiting inital cranking to 2 revolutions b4 firing, then maintaning pulse count...optical might be best.
It could be neater, and certainly a more plentiful supply of V6 coil packs from the wrecking yard. Different driver board tho.... and
I 'm also not using an actual Chev engine..so raiding some factory cam sensors from a boat isn't entirley an option for either.
???
Sean
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Car: An Ol Buick
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Originally posted by GMH_VQ
If going in this direction (DIS) which coil setup is better/preferred..
8 LS1 Coils and GM looms, an eDist
or
the V6 style Dual output coil packs, except using 4 not 3, and using the 'wasted spark' setup. with I presume an Edist also.
Still somehow need cam angle sensor, or at least a 0d dist ref pulse limiting inital cranking to 2 revolutions b4 firing, then maintaning pulse count...optical might be best.
If going in this direction (DIS) which coil setup is better/preferred..
8 LS1 Coils and GM looms, an eDist
or
the V6 style Dual output coil packs, except using 4 not 3, and using the 'wasted spark' setup. with I presume an Edist also.
Still somehow need cam angle sensor, or at least a 0d dist ref pulse limiting inital cranking to 2 revolutions b4 firing, then maintaning pulse count...optical might be best.
FWIW, I've played some with optical, and never have been happy.
Hall Effect seems about the best.
The Turbo Buicks (v6), have been into the 9 Sec ETs using the stock DIS.
#12
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Im curious about this and I Know next to nothing about DIS.
Grumpy when you said CNP what exactly is that?
How exactly does all this stuff work? You get the coils, the cam sensor, and what? what drives the oil pump if you take out the distributor? How does the ECM know? Can it still control timing?
Grumpy when you said CNP what exactly is that?
How exactly does all this stuff work? You get the coils, the cam sensor, and what? what drives the oil pump if you take out the distributor? How does the ECM know? Can it still control timing?
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Originally posted by Kingtal0n
Im curious about this and I Know next to nothing about DIS.
Grumpy when you said CNP what exactly is that?
How exactly does all this stuff work? You get the coils, the cam sensor, and what? what drives the oil pump if you take out the distributor? How does the ECM know? Can it still control timing?
Im curious about this and I Know next to nothing about DIS.
Grumpy when you said CNP what exactly is that?
How exactly does all this stuff work? You get the coils, the cam sensor, and what? what drives the oil pump if you take out the distributor? How does the ECM know? Can it still control timing?
You can do things several ways. The system will need both a cam sensor and a crank sensor. Easiest is to keep the distributor and ignition module. This keeps the ECM happy and provides a crank trigger. For cam there are some SBC timing covers that have a cam sensor. Can also add it to the distributor.
Then the eDIST, this is the guy that sequences through the coils in the correct firing order. Cam sensor in, and EST from ECM in, coil triggers out.
RBob.
Last edited by RBob; 02-06-2004 at 03:09 PM.
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Car: 1991 Camaro RS
eDIST Electronic Distributor (patent pending) Introducing eDIST, the latest in electronic distributor technology. eDIST is designed to effectively replace a mechanical distributor for increased reliability and flexibility. It also allows the use of aftermarket EFI systems on engines with distributorless ignition systems, such as the LS1. It is excellent for new vehicles or for high-tech engine swaps.
eDIST is easy to use and program. It's versatile. Operating parameters can be easily configured by the user with DIP switches for many different applications.
Features
- Controls multiple coils on virtually any engine.
- Compatible with LS1 engines - Requires conventional 4X ignition trigger signal
- Compatible with "coil-on-plug" and "waste spark" ignitions
- Can be configured for 2-8 cylinders for "coil-on-lug" applications
- Can be configured for 4-16 cylinders for "wate spark" applications
- Allows the use of aftermarket EFI systems on newer distributorless engines
- Replaces mechanical distributor on older engines
- Retrofits street rods wit "coil-on-plug" technology
- Compatible with "smart coils" and traditional ignition coils
Part # 30-5000 Universal version Price: 329.00
Part # 30-5001 LS1 "coil-on-plug" Direct Fit Price: 299.00
http://www.sratrans.com/fastedist.htm
eDIST is easy to use and program. It's versatile. Operating parameters can be easily configured by the user with DIP switches for many different applications.
Features
- Controls multiple coils on virtually any engine.
- Compatible with LS1 engines - Requires conventional 4X ignition trigger signal
- Compatible with "coil-on-plug" and "waste spark" ignitions
- Can be configured for 2-8 cylinders for "coil-on-lug" applications
- Can be configured for 4-16 cylinders for "wate spark" applications
- Allows the use of aftermarket EFI systems on newer distributorless engines
- Replaces mechanical distributor on older engines
- Retrofits street rods wit "coil-on-plug" technology
- Compatible with "smart coils" and traditional ignition coils
Part # 30-5000 Universal version Price: 329.00
Part # 30-5001 LS1 "coil-on-plug" Direct Fit Price: 299.00
http://www.sratrans.com/fastedist.htm
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Originally posted by JPrevost
Can the eDist work as a Wasted Spark system until a cam position sensor is installed?
Can the eDist work as a Wasted Spark system until a cam position sensor is installed?
DIS or CNP both need can synchs.
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Originally posted by Grumpy
Nope.
DIS or CNP both need can synchs.
Nope.
DIS or CNP both need can synchs.
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Originally posted by JPrevost
I wasn't clear. What I should have asked is if the eDist would work with a stock HEI dizzy or would it need the signal produced by the 96+ vortec setups?
I wasn't clear. What I should have asked is if the eDist would work with a stock HEI dizzy or would it need the signal produced by the 96+ vortec setups?
But you have to look at the shutter for the Hall effect switch. Clever college kid should be able to mottle his way thru with a scope, rather easily.
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I don't believe that DIS systems require a cam sensor. They do require a TDC sensor. Hence the crank trigger wheels with the missing tooth. With a coil pack on cylinders 1 & 6 both are at TDC, one compression, the other exhaust, both get the plugs fired. Then 8 & 5 are next up.
The eDist should be able (hopefully!) handle that setup. Four coils in a waste spark arraignment.
RBob.
The eDist should be able (hopefully!) handle that setup. Four coils in a waste spark arraignment.
RBob.
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Originally posted by RBob
I don't believe that DIS systems require a cam sensor. They do require a TDC sensor. Hence the crank trigger wheels with the missing tooth. With a coil pack on cylinders 1 & 6 both are at TDC, one compression, the other exhaust, both get the plugs fired. Then 8 & 5 are next up.
The eDist should be able (hopefully!) handle that setup. Four coils in a waste spark arraignment.
RBob.
I don't believe that DIS systems require a cam sensor. They do require a TDC sensor. Hence the crank trigger wheels with the missing tooth. With a coil pack on cylinders 1 & 6 both are at TDC, one compression, the other exhaust, both get the plugs fired. Then 8 & 5 are next up.
The eDist should be able (hopefully!) handle that setup. Four coils in a waste spark arraignment.
RBob.
For using the eDist in CNP or DIS is gonna take a cam synch thou.
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I haven't given up on the Northstar DIS project yet. It just got moved to a back burner until I get some of the parts in my hands(I have a bunch of back burners! LOL)
If anyone wants to see what I have so far (besides what's in my head) check out: Northstar DIS I know there's not a bunch of info thereyet, I still have some notes on paper around here somewhere that I need to get put up there.
If anyone wants to see what I have so far (besides what's in my head) check out: Northstar DIS I know there's not a bunch of info thereyet, I still have some notes on paper around here somewhere that I need to get put up there.
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Car: 84 SVO
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Transmission: WCT5
Axle/Gears: 8.8" 3.73
Originally posted by JP84Z430HP
I haven't given up on the Northstar DIS project yet. It just got moved to a back burner until I get some of the parts in my hands(I have a bunch of back burners! LOL)
If anyone wants to see what I have so far (besides what's in my head) check out: Northstar DIS I know there's not a bunch of info thereyet, I still have some notes on paper around here somewhere that I need to get put up there.
I haven't given up on the Northstar DIS project yet. It just got moved to a back burner until I get some of the parts in my hands(I have a bunch of back burners! LOL)
If anyone wants to see what I have so far (besides what's in my head) check out: Northstar DIS I know there's not a bunch of info thereyet, I still have some notes on paper around here somewhere that I need to get put up there.
Except I was thinking of putting the wheel behind the balancer and making the wheel `1/4 thick.
BW
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Car: 84 Z28
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I have thought of several options for mounting the trigger wheel, and this one is definately not a final thing (it is still only on "paper".) My main concern is keeping it a bolt-on type setup. I don't want to have to modfiy the balancer or anything like that. I also want to make sure that it will fit whatever balancer I put on it.
I'm still kicking around the idea of putting the trigger wheel inside the timing cover, using a Vortec type setup, but a different trigger wheel. The downside to this would be losing the second crank sensor that the Northstar uses, although it would just mean that it would take a full revolution to decide what cylinder to fire instead of one-half revolution.
Now thatb I'm thinking about it again, I may have to work on it some more now!
I'm still kicking around the idea of putting the trigger wheel inside the timing cover, using a Vortec type setup, but a different trigger wheel. The downside to this would be losing the second crank sensor that the Northstar uses, although it would just mean that it would take a full revolution to decide what cylinder to fire instead of one-half revolution.
Now thatb I'm thinking about it again, I may have to work on it some more now!
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Car: 1989 Iroc-Z
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Bringing this back from the dead
I have been looking at different DIS setups lately and I have found some for the 4’th gen’s opti spark but the companies may be willing to make a HEI version.
Here are the sites:
http://www.bailey-eng.com/LTCC.html
http://www.delteq.com/products_opti.htm
JP84Z430HP,
Have you though about using the LS1 24x trigger wheel instead of having one made?
I have been looking at different DIS setups lately and I have found some for the 4’th gen’s opti spark but the companies may be willing to make a HEI version.
Here are the sites:
http://www.bailey-eng.com/LTCC.html
http://www.delteq.com/products_opti.htm
JP84Z430HP,
Have you though about using the LS1 24x trigger wheel instead of having one made?
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Car: 84 Z28
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Axle/Gears: 9-bolt, 3.27
Originally posted by 89 Iroc Z
JP84Z430HP,
Have you though about using the LS1 24x trigger wheel instead of having one made?
JP84Z430HP,
Have you though about using the LS1 24x trigger wheel instead of having one made?
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Car: 84 Z28
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Looks like the Delteq system uses a N* module and coils, with their interface box converting the Opti's signal to trigger it. Hmmmm....
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Car: 1989 Iroc-Z
Engine: 350, ZZ4 equivalent
Transmission: Pro-Built Road Race 700R4
Axle/Gears: 3.23 Dana 44
JP84Z430HP,
Here's a link the LS1 24x trigger wheel pic and part number: http://www.gmgoodwrench.com/gmgoodwr...on=ep#12559353
Here's a link the LS1 24x trigger wheel pic and part number: http://www.gmgoodwrench.com/gmgoodwr...on=ep#12559353
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Car: 84 Z28
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Well, that's considerably different than the northstar trigger wheel. It would not fire the N* module because the N* module is looking for the teeth to be in a specific shape and spacing, which is not the same as that LS1 wheel.
I just looked at it again, and it is way different. Still not out of the question, but not the hot thing I was hoping for....
I just looked at it again, and it is way different. Still not out of the question, but not the hot thing I was hoping for....
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Car: 1989 Iroc-Z
Engine: 350, ZZ4 equivalent
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Axle/Gears: 3.23 Dana 44
Okay I see from the pics below how the n* wheel is different. Do you plan to use the n* with one crank sensor instead of the stock 2?
Last edited by 89 Iroc Z; 04-12-2004 at 11:48 PM.
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Car: 1989 Iroc-Z
Engine: 350, ZZ4 equivalent
Transmission: Pro-Built Road Race 700R4
Axle/Gears: 3.23 Dana 44
I found this info here: http://www.autoed.com/resources/samp...javec_ch21.pdf
...and here is another pic
...and here is another pic
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Car: 1989 Iroc-Z
Engine: 350, ZZ4 equivalent
Transmission: Pro-Built Road Race 700R4
Axle/Gears: 3.23 Dana 44
Why is it that none of the aftermarket coil conversions I posted above need crank sensors they work off the stock opti signal. That means it may be possible to run a Northstar or LS1 coils off the stock HEI distributor with a conversion box and without running a crank sensor.
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Transmission: 700R4
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Originally posted by 89 Iroc Z
Why is it that none of the aftermarket coil conversions I posted above need crank sensors they work off the stock opti signal. That means it may be possible to run a Northstar or LS1 coils off the stock HEI distributor with a conversion box and without running a crank sensor.
Why is it that none of the aftermarket coil conversions I posted above need crank sensors they work off the stock opti signal. That means it may be possible to run a Northstar or LS1 coils off the stock HEI distributor with a conversion box and without running a crank sensor.
When I first started looking into this, I thought about only using 1 sensor, but I figured out that since it all has to be fabricated anyway, it wouldn't take much more to add in the second sensor. Still not sure on it all though.
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Car: 1989 Iroc-Z
Engine: 350, ZZ4 equivalent
Transmission: Pro-Built Road Race 700R4
Axle/Gears: 3.23 Dana 44
I did some more research on the Opti-Spark DIS setup. The Opti-Spark distributor uses optical sensors, that why it is called “Opti”. The optical sensor tells the ECM exactly what cylinder is firing which is used for the LT1 SFI setup. So in order to use DIS on a GEN-I SBC with HEI you have to add a crank sensor or possibly use a aftermarket cam sensor instead of just the output of the HEI.
EDIT:
Another possibility is to find a broken Opti-Spark distributor for cheap and take out the optical wheel and sensor and gut a HEI distributor and some how mount the wheel. You would still need a conversion box for the electronics though.
Here's a pic of the Opti's wheel:
EDIT:
Another possibility is to find a broken Opti-Spark distributor for cheap and take out the optical wheel and sensor and gut a HEI distributor and some how mount the wheel. You would still need a conversion box for the electronics though.
Here's a pic of the Opti's wheel:
Last edited by 89 Iroc Z; 04-13-2004 at 01:44 PM.
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