Six_Shooter

iTrader: (2)

The LT5 has a 9x or 8+1 trigger wheel, not a 56x trigger wheel.

Dominic Sorresso

Joe,

Attached is a drawing of the LT-5 reluctor. It is actually cast as part of the crankshaft in the middle of the crank, so it absolutely, positively doesn't wobble or deviate. As you see, its 9 slot very similar to the 7 slot shown in
Shooter's pics.
The cam sensor picks up signal from a single slot reluctor just on the D/S exhaust cam. Its simply used to tell ECM when to fire the #1 injectors.
I spoke to Weapon X to see if they had a COP that would fit. Although they were suggesting they could convert our system over to COP, I am a bit skeptical. Several years ago, I did do a conversion with LSx coils however using the ICM as a trigger signal. It worked briefly. There were several complications but needless to say, my experience suggested
Weapon X would require a bit more modification than they presented. If we had a 24 or 58x reluctor, it would be a no-brainer but...

anesthes

iTrader: (12)

Interesting. That was NOT what I had read on the forums.

I emailed someone on this. Let me get back to you in PM.

-- Joe

Dominic Sorresso

One other issue is that the LT-5 software does not control dwell. Since it basically was an out-growth of the L-98 code, it doesn't address this. The ICM, just like an old set of points, does.

Tuned Performance

iTrader: (92)

just a observation on rescaling down the cad drawing of the northstar reluctor wheel. I used a cad program to change the Lt1 boats reluctor wheel to 6" OD and the spacing comparison is off. At some point I will recreate a cad file according to the Indmar reluctor wheel.

dfarr67

iTrader: (2)

Good thread- I'm collecting parts to retire the EBL and move to the 411 ecu, installed EFIconnections 24x reluctor and vortec timing cover.
Just a few sources, on a Toyota 22RE I contacted the 'thedubshop' in Washington- he'll make up any trigger wheel you desire, there were very few options with the Toyota room wise and the requirment of changing the v belt without moving trigger sensors, ended up peeling 2mm off the back of the outer ring of the balancer and fitting trigger wheel to the center hub with spot welds. Magnets were considered in the outer ring but panned due to reliability of balancer long term.
I'll be using the vortec dizzy with blanking cap even if I decide not to go sequential.

anesthes

iTrader: (12)

Just curious, what are your reasons ?

-- Joe

dfarr67

iTrader: (2)

- like to tinker
- coolness factor
- have had issues with cap and rotor in the past- not lack of maintenance, faulty parts.
- I think the cnp is a better system.

ORIONOFFROAD

Just a quick question, what's the benefit of accomplishing DIS this way, as opposed to using the L31 reluctor wheel, and either a stock L31 timing cover, or the eficonnection cover, and the stock '0411 PCM? I'm new to this forum, but that's how most guys I know of have done it

ORIONOFFROAD

^haha looks like you already answered that, and I didn't see lol

anesthes

iTrader: (12)

If you already have an EBL, and are not planning on upgrading, it's a good way to lose the distributor.

-- Joe

dfarr67

iTrader: (2)

Considering the age of the oe 1989 harness, I was going to a engine/trans harness only for the 411 and mount it in the engine bay, use an old ecu for the gauges and such.

Six_Shooter

iTrader: (2)

You don't need to use an old ECU for the gauges, they have thier own connections to the engine.

Also GM seemed to have used some good wiring back then, because I've rarely had problems with it, even transferring and modifying harnesses into other vehicles.

anesthes

iTrader: (12)

I was thinking about this earlier when talking to a friend about his GTA.


How's the EBL-P4 working now with DIS on a v8?

-- Joe

85Special

Was looking through summit and happened across a 24x/1x distributor replacement sensor I guess you'd call it. Sealed unit that drops in the distributor hole runs the oil pump and provides the signals. However the north star ICM takes a 24x/1/2x signal if I was reading it right. Could the difference be programmed out? Seems to be the cheeper solution at $300 ish when you take into consideration the plethora of mods to set up a crank trigger and maybe have to mod the accessories. Also time and effort. I've been looking into this a little, still don't quite understand all the ins and outs but figured I'd share what I found.

anesthes

iTrader: (12)

What are you trying to accomplish? What ECM do you have?

-- Joe

85Special

Have an ebl, just came across the distributor sensor while looking for parts. I'm thinking of going Northstar dis, it's a great idea. I'm just no where near doing it. Thought if it would work it might help someone.

http://www.summitracing.com/parts/av...t/model/camaro

Six_Shooter

iTrader: (2)

That won't help in the N* conversion since the cam sensor is not needed. The dual crank sensors are needed however.

anesthes

iTrader: (12)

Can he do V8 dis with the ebl? I know street lethal was working on trying it but I think he went another direction with the car.

I did Edis for a few months with my ecu, but I didn't like havnt no control over spark cut (rev limit). If I do it again I'll use ls2 coils wired direct to the ecu.

-- Joe

Six_Shooter

iTrader: (2)

I don't see why the N* DIS won't work with the EBL, people have used that DIS system with non-EBL equipped GM ECMs just fine. I really can't imagine RBob removing some of the parameters that would be used to gain the addition 60* offset needed for the N* DIS system.

anesthes

iTrader: (12)

I have no idea off hand. I looked at his website a few months ago and found schematics for DIS on a v6, but didn't see a v8 schematic. The V6 schematic showed a cam sensor I think though, so it probably wasn't using a N* module?

Ideally, or at least what I have learned from experimenting with EDIS, is that you want the crank and or cam sensors wired direct to the ECM, and you want the ECM to control your coils logic level. (be it wasted spark, or full CNP/COP). The LS2 coils have built in dwell so all the ECM needs to do is tell it when to fire.

I don't know what is involved hardware wise for multiple ignition outputs. That would be a question for RBob.

-- Joe

Six_Shooter

iTrader: (2)

The DIS with a cam sensor sounds like it's for the 3.8 turbo, since it had a crank and a cam sensor, but the cam sensor was not necessary for operation, the crank sensor is enough to get it to fire. There is another 6 cylinder DIS module that only uses a crank sensor, from the 60 degree V6 (FWD 2.8, 3.1, 3.4, 3400, RWD 3.4).

Whether you want your coils fired directly from the ECM or not is solely based on which system you are using. The GM system(s) fire the coils from the ICM, and only send a couple signals back and forth between it and the ECM. This is just as effective as using a different ECM that is capable of firing the coils directly. Other than newer (OBD2) GM PCMs the ECMs used by most people on this forum will be OBD1 and have no way to directly fire the coils in order without using a properly selected ICM.

In the cases of the V6 or V8 DIS systems used with the OBD1 GM ECM will be seen by the ECM as a dirstributer, with one difference and that is the offset of the timing control signal I mentioned earlier. For the 60 degree V6 and N* systems that offset is 60*, and 30* for the 3800 (and I believe the 3.8 turbo as well). Basically there is an addition 60 or 30 degrees of "advance" added to the EST signal to get the ICM to fire the coils at the correct time relative to TDC.

anesthes

iTrader: (12)

That's how EDIS works as well, but you can't "Turn off" a cylinder with EDIS nor can you shut off spark completely above a certain RPM for example. So firing the coils directly made more sense to me.

I didn't realize the OBD1 stuff couldn't fire a coil directly. This stuff is nearly 30 years old now. A OBD2 or aftermarket swap is probably the best anyway if guys want to run stuff like sequential injection, CNP, etc.


So basically the module is reporting DRP's to the ECM, and the ECM is telling it to fire.

So I guess his original question remains, is anyone doing this with the EBL?

I think most of the guys I've talked to on the forum that have gone DIS did it with a OBD2 ecu, and are also running sequential injection.

-- Joe