FAST has a relatively new product out, and it requires some work to get it to function with a GM ecm. It uses a EST and Cam signal to work.
MSD makes a distributor with a cam sych signal.
One other gotcha, is that you have to retain a GM type ignition modle to have a low speed EST signal. In some applications the min rpm for the EST calculation is 250 rpm. Not universally available is a prom location to redo this to a lower numbe, hence using the coil trigger signal from the gm ignition module.

Once you have this up and running you might need to pull some timing out of the chip.

Since it requires a cam synch signal at times the crank will seem a little longer, since it might take almost 2 turns to get the synch signal.

It makes enough of a difference don't be surprised if you have to change your calibration slightly.

You have your choice of using LS1 *smart coils* or conventional ones.

For me it's been very worth while.

I posted it here since it does involve understanding the prom, to get it to work, and the chips may needing changes to get it Perfect.

No commercial ties to em, etc, etc

 

Bruce, you never cease to amaze me. Interesting stuff this "Coil Near Plug" that you've been working on. Many of the newer "posters" may be curious as to the advantages of a CNP versus the stock setup. Could you expand on that?

 

So how 'bout a comparo between the two setups...like coil charge time, coil energy rating, primary inductance,primary current, coil turns ratio,max secondary voltage, max rpm before the coil energy starts to fall, and are you abel to run a .060" plug gap? Thanks

 

Yes Bruce. Please tell us what the advantages are of a CNP setup versus a standard distributer.
I'm curious as how it could possibly make the LT1 intake swap even easier.

 

How about the fact that it works for me.
I don't have and electronics design lab..
I'm one of those that would actually like to see how something works on real car, rather then worried about the threoy of it.

I consider running .060" gaps as a waste of time.
I spent lots of time effort and energy a decade ago with playing that game. It will allow you to slightly retard the timing, and it's very hard on ignition components.

If your that curious, why don't you buy one and cut it apart to see what's inside?.

The point I was trying to make in the original post was that the interface was an issue, and what the sure was. There also might be a benefit again in retarding the siming some.

BTW, to see a real difference in plug gap you need to get it up to .1" to see any big changes, from what I saw.

 

Bailey Engineeriing has a setup for converting the Opti-spark to the Coil near plug.
On friend of mine just took his MSD7 off of his LT1 and like the CNP better then the 7. Another noted engine guy has been using the eDIST on the LT1 conversions he's done, but I'm not sure of the specifics.

As a coil's winding temp goes up so does it's resistance, so you primary current *fades* at higher RPM, and higher engine temps.. Not much we can do about the later, but if we reduce the dwell time, that will seriously **cool** the coil. The less resistance it has the more secondary voltage it can generate.

Speaking of LT1s, measure the air gap of the cap and rotor, and you'll see what their basic problem is. In one, I had here it was .180" air gap. That does two things, sets the min firing voltage, and reduces the current available to the plug. Both not good, for normal car useage.

The other thing is the plug wires on the LS1 are 7.5" long. Not too much resistnace there at all.

So better coil temperature, less current / voltage drop due to not having a cap/rotor gap, less wire resistance, and just for the final touch alot less RFI.

Other then a microwave system to light the whole chamber at once I can't see where you could do better.

 

Ahhhhh. yes. Microwave ignition. Very cool stuff.

Dr. Jacobs is working on this one using wave guides and such - but it is still in the experimental stages. Lights the entire fuel/air mixture at once, so flame propogation and prei-gnition is not an issue. Uses only 4 deg total timing for almost all conditions. He writes about this in his book - a very interesting book by the way, even if alot of it is propoganda for his company (Jacobs Electronics)

Aside from that, Grumpy is correct about individual coil-per-cylinder ignition being the best of the best, but I have yet to do any testing with the Jacobs computer ignition.

 

I've run the Jacobs stuff for years.
the best of his patents are about the way he turns off the SCR in the HV section, so there maybe some advantages there, none that I found serious, but better is better.

Today was 20dF, the engine rolled over about one time and started, I though for sure was going to have to charge it first.

Cold weather and turbos, yehaaa.

 

I went to Fast website, found the eDist in their new section but could not find a picture(won't load) or pricing on this amazing piece of equipment.

 

The picture doesn't do much for showing any of its abilities. It kinda looks like a Crane ignition box. There is no pricing on the site so I have a feeling FAST wants you to give them a ring.

 

I know the picture doesn't show abilities. but a picture is worth a thousand words. How do I know the thing isn't as big as a suitcase and trunk mounted?

 

Just a slight bit bigger then a pack of cigarettes.
Weight couple ounces
Inside is a printed circuit board with a couple dohickes on it and a set of 8 DIP switchs.
Has a ecm sytle 32 pin connector on one end,
for mountin screw holes.
main case is red
end tabs black.

If it was big ugly or heavy you shoulda known I wouldn't be playing with it <g>.

I mounted mine where the originial coil pack went on the ignition module and then relocated the module.

 

Out of curiosity, what makes the LS1s coils "Smart" ?

 

They run off of a small 5v signal, and all the smarts for firing the coil are incorporated into an icecube shaped housing.