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So, a person has a vehicle originally equipped with a 048 module. The module fails.
How does he repair the vehicle WITHOUT installing a used 048 module? NAPA and AC-Delco say to just slam one of their replacement modules in place. The TP25 or the D1943A replace the 048 module. They ALSO replace the 369 module. NAPA and Delco don't mention having to revise the latency tables to suit the replacement module.
You're saying that a module change alters the timing curve. In my case, I just dropped a 369 module into a vehicle that apparently came with an 048. Now my timing curve is different?
I can't say about the 8-pin modules, but the four, five, and seven pin modules control dwell. I would expect the 8-pin module to control dwell in the same fashion--the module monitors current to the ignition coil, then provides a bias voltage to the pickup coil that alters the total voltage in the pickup coil and lead wires. The pickup coil "signal" voltage and the bias voltage work together to provide a recognizable "turn-on" trigger to the module, that begins the dwell period. The trigger can be earlier or later in the reluctor rotation, which alters when the ignition coil current is turned "on". Of course, the negative spike as the reluctor tooth passes the pickup coil tooth is the "turn off" trigger. The "on" time varies with the bias current to keep the total time "on" (the dwell) at a reasonable figure.
I don't know why that function would be removed from the module and installed in the ECM. The ECM would have to send it's bias control signal through the ignition module anyway, since the module is connected to the pickup coil, while the ECM isn't.
You say that aftermarket "ICMs" current limit the coil at a lower current than the GM "ICMs"; that means that the module is controlling the dwell. If it was the ECM, the dwell--and therefore the ignition coil current--would be the same.
To be honest I wouldn't use it. I would get an AC Delco 369 ICM.
One thing that bothers me about the Dyna module is that they claim it controls the dwell. With stock ICMs the ECM controls the dwell, and does so quite well. I've also seen aftermarket ICMs current limit the coil at a lower current then the GM ICMs.
RBob.
Thanks RBob. I'll scratch that one off the list.
Keep asking questions Schurkey...learning new things all the time here.
So, a person has a vehicle originally equipped with a 048 module. The module fails.
How does he repair the vehicle WITHOUT installing a used 048 module? NAPA and AC-Delco say to just slam one of their replacement modules in place. The TP25 or the D1943A replace the 048 module. They ALSO replace the 369 module. NAPA and Delco don't mention having to revise the latency tables to suit the replacement module.
You're saying that a module change alters the timing curve. In my case, I just dropped a 369 module into a vehicle that apparently came with an 048. Now my timing curve is different?
I can't say about the 8-pin modules, but the four, five, and seven pin modules control dwell. I would expect the 8-pin module to control dwell in the same fashion--the module monitors current to the ignition coil, then provides a bias voltage to the pickup coil that alters the total voltage in the pickup coil and lead wires. The pickup coil "signal" voltage and the bias voltage work together to provide a recognizable "turn-on" trigger to the module, that begins the dwell period. The trigger can be earlier or later in the reluctor rotation, which alters when the ignition coil current is turned "on". Of course, the negative spike as the reluctor tooth passes the pickup coil tooth is the "turn off" trigger. The "on" time varies with the bias current to keep the total time "on" (the dwell) at a reasonable figure.
I don't know why that function would be removed from the module and installed in the ECM. The ECM would have to send it's bias control signal through the ignition module anyway, since the module is connected to the pickup coil, while the ECM isn't.
You say that aftermarket "ICMs" current limit the coil at a lower current than the GM "ICMs"; that means that the module is controlling the dwell. If it was the ECM, the dwell--and therefore the ignition coil current--would be the same.
Ain't reverse-engineering fun?
What do you want me to say? Yes, changing from the 048 ICM to the 369 ICM, the timing curve will change. Others have discovered this when they too swapped ICMs.
With the small cap distributor (8-pin module) the ECM controls the dwell. Except during cranking where it goes to the maximum possible.
The ICM controls the maximum current through the coil. If the dwell is longer then it takes to reach the current limit, the ICM flatlines the current at the limit and holds it until the plug gets fired.
2. Welcome to "Problem-Based Learning". You'll learn as you solve problems. This is difficult, but effective. You'll certainly retain what you learn--but--you'll learn a lot of stuff "the hard way".
This is by far the most effected way to learn. Because its purely hands-on approach with direct relevance to your desired outcome.
I would like to say that 90% of what I know about cars comes from research performed due to a problem I was having. The nice thing is that the more you fix, the more you increase your general knowledge.
I had to step back for a second the ICM debate got way outside of my area of expertise. Wasn't bad info, just more than what I was planning on diving into lol.
I had to step back for a second the ICM debate got way outside of my area of expertise. Wasn't bad info, just more than what I was planning on diving into lol.
All you need to know is the 048 starts killing your power over 3500 RPM and the 369 starts pumping up your power over 3500.
You guys are funny! DynoDave you got a good laugh out of me! A soccer mom in a Nissan Murano made me decide not to go any farther with my L03. I will just build another engine for later down the road and enjoy my great gas mileage and reliable lil swirlport engine for now
Dating myself here...I heard Del Reeve's at a concert describe a member of his band as being like a little camp fire off in the woods. Warm, friendly, but not too damn bright.
I think of the L03 sort of the same way. It's a good little engine, reliable, moves along OK, but not very fast.
Modern vehicle give us fits for sure. I always take the high road, and refuse to street race. That's my story, and I'm sticking to it.
My current L03 is my 3rd one, so obviously I have no qualms about owning one.
But you've got 3.73s behind yours, dmccain. What are you complaining about!
Custom chip, bumped up fuel pressure,S10 torque converter, built 700R4, 3 in exhaust cat-delete.. still slower than the Murano! Lol. Im ok with it for now Dave but when my 350 or 400 sbc which ever I decide to build goes in...I will make sure I can at least run with factory pickups and most grocery getters today which is a tall order when pretty much stock pickups run close to 13sec timeslips these days.
Custom chip, bumped up fuel pressure,S10 torque converter, built 700R4, 3 in exhaust cat-delete.. still slower than the Murano! Lol. Im ok with it for now Dave but when my 350 or 400 sbc which ever I decide to build goes in...I will make sure I can at least run with factory pickups and most grocery getters today which is a tall order when pretty much stock pickups run close to 13sec timeslips these days.
Newer cars will give you hell for sure! My Japanese 4,000 lbs luxury 4 door sedan has run a 12.94 @ 108 mph BONE STOCK on 245 street tires. Put down 382 hp and 390 tq on a Dynojet stock. With a custom 2.5" dual exhaust, custom tune by me, and a 170°F thermostat it put down 428 rwhp and 430 rwtq with ZERO internal engine mods.
I lean on the more negative side. Just keep it up to date on maintenance or put some nitrous on it. I feel you either need to change everything or nothing. Best bang will always be a little nitrous to have a little fun.
these performance mods are out of hand. I saw a .25 injector pod spacer claiming some large HP increase. It's all a sales gimmic. Throttle body, cam. Heads. Exhaust. And all of them or nitrous. Only real options.
