Any new progress David?
Any new progress David?
It may not be relevant at this point, but I did manage to find affordable engine harnesses on car-part.com! I bought an '08 engine harness for $150
http://www.car-part.com/cgi-bin/search.cgi
Good call, looks like there are some 06-07 I6 harnesses that might fit the bill of what Im trying to do. Have to wait until June after I start work!
~Erik~
2013 Sonic RS Manual - 1.4L I4T E78, tuned, turbo mods, etc.
2008 TrailBlazer SS 3SS AWD Summit White - LS2 E67/T42, bolt ons, suspension, etc.
2002 Chevy TrailBlazer LT 4X4 Summit White - 4.2L I6 P10, lifted, wheels, etc.
Sorry guys, I didn't know this thread existed. I don't have much time lately to look in the forums.
Revealing R&D information is unrelated to buying $4K worth of parts, but it is related to purchasing something that requires it. A PicoScope was purchased intentionally to play with the various waveforms. It would be silly of someone to suggest that R&D information has little value when thousands of dollars are spent on engine(s), laptop, scope, EFILive, time spent with R&D, and so on....but there are those occasional phone calls and email that put no value on this sort of information.
I'll avoid a tangent about all of the costs associated with CNC'd parts, the relatively small market, and the complaints related to pricing. What many don't seem to get is that they are receiving so much more than what they paid for. Okay, I'm done.
Related to the 58x stuff and cam signal, this is what I wrote in the installation guide:
My to-do list includes grabbing a scope trace of crank/cam relationship from a Gen IV engine. Haven't done that yet. It hasn't been necessary for SBC/BBC installations, but I want to include it in the installation guide.Originally Posted by EFI Connection 58x Installation Guide
I've been successful in convincing nearly all 58x inquiries to go the 24x route. Most peope are not DIYers and don't have the skillset or equipment necessary to perform a successful and reliable 58x conversion. Much of this is related to crank/cam orientation, the price of parts, and the learning curve of the Gen IV ECMs.
Everyone contributing to this thread is capable of a 58x conversion...there are not many out there like you.
24x LS1 PCM on Early Small-Block Chevy and LT1/LT4
http://www.eficonnection.com
It's been awhile since the 4x cam reluctor R&D, but I do recall the signal being a little fussy when Bill cut the teeth on the Bridgeport. The first prototype had uneven pulse width, but the ECM didn't mind. The second prototype looked better, but the ECM had issues with it. I think it threw a DTC we couldn't avoid.
Here's a little insider info...for the sake of showing you how accurate EFI Connection's 4x cam reluctor is. This is how we got it right.
And after we got it right, the bottom side was milled for balance to evenly distribute the rotating weight.
24x LS1 PCM on Early Small-Block Chevy and LT1/LT4
http://www.eficonnection.com
Amazing work!!!
Any update on this?
Did you end up using the 14 tooth count for the crank? Ever figure out the cam?
Thanks
My project hit a standstill as summer approached, darn wife scheduled 99% of my free time away with family events, vacation, etc....
If I Had more info at this point, I would talk... but at this point.... I have nothing!!!
Mike
Current toys are as follows:
1961 Chevrolet Corvair Monza, 145 H6/powerglide. 85 HP of raw fury.... slow and stock and staying that way!
1969 GMC 2500, 4-53T Detroit diesel/Fuller 10 speed on late model 1500 HD frame
1970 GMC 9500, 6-71 Detroit/Fuller 13 speed, not sure why I bought it, but it sure is noisy!!!
1975 Ford F100 shortbed. Currently undergoing Crown Vic subframe swap and EFI 4.6!!!
1975 Chevrolet Vega, 5.3/200-4R may finish someday, maybe...