ls1 ecu on caddy motor
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From: McAlester, Ok
ls1 ecu on caddy motor Friend has a 530 caddy motor 
that he wants to run an ls1 ecu on for the fuel and spark curves. He's converting it to coilpacks. His extras he's adding to motor are INJECTORS, TB, KNOCK SENSOR, OIL PRESSURE SENSOR, WATER TEMP SENSOR, COIL PACKS, A CRANK TRIGGER TO TIME , A DEGREE WHEEL (PROBABLY THE EASIEST THING TO COME UP WITH AND MAKE WORK), ECT. the basics. He's wanting to know how much a pain in the **** its going to be for him to run the ecu on it, as long as he can tune it to get the curves down. Any help would appreciated. I like his idea of using the ecu for his EFI.
that he wants to run an ls1 ecu on for the fuel and spark curves. He's converting it to coilpacks. His extras he's adding to motor are INJECTORS, TB, KNOCK SENSOR, OIL PRESSURE SENSOR, WATER TEMP SENSOR, COIL PACKS, A CRANK TRIGGER TO TIME , A DEGREE WHEEL (PROBABLY THE EASIEST THING TO COME UP WITH AND MAKE WORK), ECT. the basics. He's wanting to know how much a pain in the **** its going to be for him to run the ecu on it, as long as he can tune it to get the curves down. Any help would appreciated. I like his idea of using the ecu for his EFI. 
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From: Mefis
The knock sensor might not work, as it is designed to be used in aluminum blocks, and vibrations travel at differnt speeds through different materials.
Other than that, if it has the correct cam and crank sensor, I could see it controlling timimg. Along with the corect MAP and TPS sensors for fueling.
Other than that, if it has the correct cam and crank sensor, I could see it controlling timimg. Along with the corect MAP and TPS sensors for fueling.
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LOL, Thanks for posting this Drew. I forgot I was a member and it didn't dawn on me to post until you mentioned it (Blame the 151.)
In regards to the knock sensor, I am not all that worried about it, as long as its using an SAE thread. If it doesn't and I can"t use one from an iron block gen 3, then I can check for aftermarket 3/8 NPT threaded sensors that work on the same voltage as the LSx sensor.
I was under the impression that they used a MAF instead of a MAP sensor. Are the ECU's capable of supporting a MAP sensor, and if so, how many Bar? I don't forsee going over 12psi on this engine, and at that point, I will probably have upgraded to an Electromotive TEC3 to control two seperate fuel systems (gasoline and methanol). Still nice to know if the LS1 ECU would support it, both for this Cadillac and down the road for a gen 3 project that I would love to build.
In regards to the knock sensor, I am not all that worried about it, as long as its using an SAE thread. If it doesn't and I can"t use one from an iron block gen 3, then I can check for aftermarket 3/8 NPT threaded sensors that work on the same voltage as the LSx sensor.
I was under the impression that they used a MAF instead of a MAP sensor. Are the ECU's capable of supporting a MAP sensor, and if so, how many Bar? I don't forsee going over 12psi on this engine, and at that point, I will probably have upgraded to an Electromotive TEC3 to control two seperate fuel systems (gasoline and methanol). Still nice to know if the LS1 ECU would support it, both for this Cadillac and down the road for a gen 3 project that I would love to build.
On the knock senser, I just put a newer GM motor into my kids car, had to use the 97 knock senser, needed to drill and tap tap new block hole bigger. couldnt find out the size of the threads to get the correct tap. turns out to be Brisish pipe thread. a place called Metrics unlimited here in MoTown had just what i needed. I dont know if LS1 knocks are BPT but wanted to share the info.
Why not use a system like the Holley Commander 950?
http://www.holley.com/HiOctn/ProdLin...C950/C950.html
Andrew
http://www.holley.com/HiOctn/ProdLin...C950/C950.html
Andrew
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Too limited, and too expensive for what you get. Right now I'm just looking into a cheap way to convert over to a mpfi setup. Down the road I'll get really serious about it and go with the Electromotive ECU because of all the software I've played with, and all the systems I"ve looked, it has been the best bang for the buck, in my opinion.
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From: Annapolis, MD
Originally Posted by LifeSeemsDead
Too limited, and too expensive for what you get. Right now I'm just looking into a cheap way to convert over to a mpfi setup. Down the road I'll get really serious about it and go with the Electromotive ECU because of all the software I've played with, and all the systems I"ve looked, it has been the best bang for the buck, in my opinion.
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Originally Posted by LifeSeemsDead
Too limited, and too expensive for what you get. Right now I'm just looking into a cheap way to convert over to a mpfi setup. Down the road I'll get really serious about it and go with the Electromotive ECU because of all the software I've played with, and all the systems I"ve looked, it has been the best bang for the buck, in my opinion.
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Originally Posted by Gen3Benz
get a pre-built(or build one for cheaper) megasquirt, costs about $250 last time i checked.
If I were going with a "simple" EFI setup like a 350/454 TBI setup on a 4 barrel intake and using a distributor for spark, Megasquirt's current incarnation would be perfect. I love the "open source" feel and attitude to the Megasquirt community, though.
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The distributor and the oil pump drive interfere with the running of two 1/2" roller (Cloyes) chains. The downfall of a Caddy in a performance sense. Considering the load I intend to put the engine under, I want the thing built above and beyond any Caddy I"ve had before (and I've had a couple of healthy ones). The fact that this is a Blue Oval product and rather light in terms of intake room, dry sumping is a very welcomed addition as well. So, to answer the question, half to get rid of the downfalls of a distributor and half to get rid of timing chain interference.
Last edited by LifeSeemsDead; Mar 20, 2005 at 11:51 AM.