jeepguy553

Has anyone else used an Accel 300+ ignition on a TBI engine? If so, I need a little help wiring it up. This is becoming a large PITA and is the very last part I need to fix before I can fire the whole thing off. I have the universal kit and harness. Summit told me I needed a harness with P/N 49122 for almost $70.
Basically, I need a diagram of the harness used with a GM small cap dizzy. Summit told me in one breath to wire the mag pickup ORANGE to the white points/amp pickup...then turned around and told me to send the coil output voltage (600VDC) to the in-cap module. That made NO SENSE at all and would probably blow something up.

HELP PLEASE!!!
TIA...

Dewey316

what are you inputs, i dont have an acell ingition, but if you can shoot a photo of the your inputs/outputs on the modual, i bet we can figure out where to splice.

jeepguy553

I don't have a photo, but here are the pinouts for the Accel 300+.
Flat connector:
1.) Red wire to switched 12VDC
2.) Black wire to ground
3.) Yellow to coil +
4.) Brown to coil -

Square connector (looks like an IAC connector in reverse)
1.) Orange wire to mag pickup -
2.) Purple wire to mag pickup +
3.) White wire for points/amp trigger
4.) Green to tach

I have talked to Summit and they basically can't help me. The way to approach this AFAICT is to pretend that I am actually using a small cap dizzy since that is the EST I am using. If you look up at the edit to the first post, you'll see that the Summit tech rep genuinely tried to help. At first he said to wire the Orange to the white and the purple to black (GND). Then he said to wire the coil out puts to the + and C terminals on the module. That would have sent nearly 600VDC to the in-cap module!
Thanks...

jeepguy553

Update
I just wired it up and tested the leads off the box. The WHITE wire has what wants to be 12VDC with the ignition ON. I didn't check the orange and purple leads. There shouldn't be anything on the YELLOW and BROWN wires unless the engine is running...then you definitely wouldn't want to touch them.
GRRR....this is beginning to really torque me off!!!
EDIT: Just looked at a diagram that shows the EST in some detail. It seems that the C terminal is alternately connected and shunted to ground inside the EST. Question: is the EST effectively an amplifier-type trigger? If so, I may have figured out at least a small part of this on my own. The EST requires 12VDC at the + terminal, right? I could splice into the RED wire from the Accel 300+ and then tie the white wire into the C terminal. That's how the amplifier trigger wirks, right? When the ground is removed, the ignition is fired.

jeepguy553

Here's a pic of how I think this should be wired up. Please check it out and tell me that you think.

chevyhacker

Not sure if they ship this with the module, but in the online instructions they have a few diagrams - not sure if will help, but wanted to make sure you had it - 300 Plus Instructions

Page 11 has a diagram for HEI with the ignition module in place - AFAIK, the EST adjusts the timing, however still uses the ignition module as the amp trigger, so I would think that the "with ignition module in" diagram would be the correct one.

Ian

jeepguy553

Thanks, Ian. That's pretty much what I did, except I am using basically a small-cap dizzy. It's the same basic idea, though. Oh yeah...I don't have that manual. It doesn't ship with the box. I have it now...on my hard drive.
It seems to work pretty well now...it fires the coil, injectors, and cycles the fuel pump like it's supposed to when I turn the dizzy rotor. Now I just have to get it all to work together. That's probably gonna be the hardest part of all.

chevyhacker

Glad it helped!

Ian

jeepguy553

Next step...an Optima red top battery and an Accel 375+ rev-limiter and MAP reader. That MAP display should come in handy for tuning the ECM.
You guys rock! And EFI rules on an AMC V8 (25-year-old AMC 360)!
Thanks again...

chevyhacker

What map reader are you getting?

Some of the ECMs support rev limiting with a patch (replaced speed limiting) - what ECM are you using?

You have a wideband o2 yet?

jeepguy553

The MAP reader comes with the Accel 375 Rev Limiter and it plugs directly into the Accel 300+ ignition.
I don't have a WB O2 yet, but that is on the list for sure. I want to get the Jeep up and running, do some data logging, then tune accordingly. Once I have it running decently, I'll probably splurge for the WB O2 set up. I have looked at the DIY WB project and I honestly don't think I could build the board the way it is supposed to be built. when I do get the thing, I'll probably just buy it already built as a "bolt-on" so to speak.
I could fill up an entire post with the list of soon-to-come mods for this Jeep...axles, 4-link front and rear...etc...etc. So much time, so little money to do it all.

chevyhacker

I'm getting in on the next Innovate wide band group buy - Even the basic tuning is giving me some issues that I think will be way more obvious with it.

There is always the other scenario, and I'm not sure its better - lots of money, but no time to do it...

jeepguy553

Call me a glutton for punishment...I believe that if I learn stuff the "hard way" the first time that the easier ways will be all the better on the next go 'round...but the MAP reader would be really nice. I could log a particular MAP reading for something like a backfire or stumble and work backwards to a relative TPS% to find where the fuel or timing needs work. Imagine it like this...I am on the road to nowhere and I suddenly decide to floor the beast...it stumbles...or backfires (Gawd I hope not)...I note the MAP reading and my approximate foot-to-floor ratio and then I have nailed down a potential trouble spot in the ECM programming by taking RPMs and VSS readings into account. With a few runs like that, I can possibly have most of my WOT stuff tuned the way I want it. Of course, I could do the same with WinALDL, but the MAP reader could help with poking through all the data points...I think...

chevyhacker

I have that exact situation - I accelerate, and it stumbles and pops out the intake - now, was it a lean condition or a rich condition - I've seen theories that support both arguments, and playing with the pump shot & ve settings hasn't made it go away - So I am buying a wide band so I can KNOW what the situation is - the 160 baud BLM readings at part throttle only just aren't doing it