Install EFI connection LSX PCM
late to the convo, I know. to conclude you're saying the express van ECM (pt# 12200411) runs an old school SBC/LT1 firing order. so it sends fuel and reads O2 sensors appropriately bank to bank and knows what cylinder?
the van didn't run COP but has the capability, so you just assign the ignition to spark in the right firing order via efilive?
Just want to make sure I understand completely.
the van didn't run COP but has the capability, so you just assign the ignition to spark in the right firing order via efilive?
Just want to make sure I understand completely.
Yes
Yes
Yes, based on the 4x crank reluctor.
No, this will require a 24x crank signal and a calibration from an engine originally equipped with a 24x crank signal.
No, you cannot change the firing order with EFILive. HP Tuners supposedly supports this, but I don't know of someone who has tried this. The firing order (injectors and coils) are changed in the harness. The injector to bank assignments for closed loop fuel trims are changed in the calibration.
Yes
Yes, based on the 4x crank reluctor.
No, this will require a 24x crank signal and a calibration from an engine originally equipped with a 24x crank signal.
No, you cannot change the firing order with EFILive. HP Tuners supposedly supports this, but I don't know of someone who has tried this. The firing order (injectors and coils) are changed in the harness. The injector to bank assignments for closed loop fuel trims are changed in the calibration.
Thanks!
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Ok this may have been answered in another part of this thread, but here's a question. Will this swap work like the express vans- i.e. single coil and a distributor? Reason being is I have a Digital 7 Ignition box with the HVC II coil, and would like to keep it. I am having troubles with spark at high rpm's, and also trying to get enough fuel in the engine via the PCM for any more than 15 psi of boost. So really I'm just looking to get rid of the OPTI and the LT1 PCM, and don't really want/need to go to the LS1 coils.
Thanks!
Thanks!
Teching In
Joined: May 2010
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From: N.C.
Pretty close to finishing my DIY harness but have a few ????s Had 14 LT1 wires left over in the PCM harness RED 9, 12, 14, 20 CLEAR 11 BLUE 10, 20, 24, 30 BLACK 2, 5, 14, 20, 23. Also the LS1 harness RED 15 is Alternator L terminal what do I do with this, theres no LT1 match up? Hope to get some feedback soon!!!!
Pretty close to finishing my DIY harness but have a few ????s Had 14 LT1 wires left over in the PCM harness RED 9, 12, 14, 20 CLEAR 11 BLUE 10, 20, 24, 30 BLACK 2, 5, 14, 20, 23. Also the LS1 harness RED 15 is Alternator L terminal what do I do with this, theres no LT1 match up? Hope to get some feedback soon!!!!
People having a lot of Optispark problems need to look in the mirror for the cause. A new GM unit, or even better a Dynaspark, properly installed, with a sub 7500 RPM engine will run fine for many miles. Dowel pin engagement depth and cam end play are crucial as well as locktite on the rotor screws along with alumini pop rivets holding the blade on the rotor if you are spinning it over 6500. Don't buy parts store crap, nor any other brand aftermarket. No matter how pretty yellow or red they are. 
TPIS did a 396ci LT1 comparison with LT1 PCM, high output coil, and MSD optispark and then LS1 PCM with individual coils. The gain was 28 hp and 17.5 ft-lb on the engine dyno. I seem to recall the engine being pulled to 6200 rpm.
TPIS also mentioned that the Delteq system slightly improves horsepower and torque compared to stock LT1 ignition.
Source is Street Thunder Magazine, May/June 2010. I can't link to the article because EFI Connection is not a paying vendor on LS1tech.
TPIS also mentioned that the Delteq system slightly improves horsepower and torque compared to stock LT1 ignition.
Source is Street Thunder Magazine, May/June 2010. I can't link to the article because EFI Connection is not a paying vendor on LS1tech.
I'm going to make this simple since I've been eyeing this new EFI system for a while, show me the dyno graphs.
The ONLY downside to this system, ignoring cost, is here on Long Island, NY I don't know anyone around that does LSX pcm dyno tuning. Which in my opinion is key to my whole LE heads and cam swap.
Wow. That's a pretty bold statement to make Ed.
I'm going to make this simple since I've been eyeing this new EFI system for a while, show me the dyno graphs.
The ONLY downside to this system, ignoring cost, is here on Long Island, NY I don't know anyone around that does LSX pcm dyno tuning. Which in my opinion is key to my whole LE heads and cam swap.
I'm going to make this simple since I've been eyeing this new EFI system for a while, show me the dyno graphs.
The ONLY downside to this system, ignoring cost, is here on Long Island, NY I don't know anyone around that does LSX pcm dyno tuning. Which in my opinion is key to my whole LE heads and cam swap.
I thought for sure that a dedicated coil per cylinder even on a higher than stock compression engine would have improved gains all accross the powerband.
NHRA Pro Stock cars have one coil and a distributor. If there was anything there I can assure you they would be using it.
Point taken. I'll give your co. a call after my heads/cam swap is done.
As for the part about Pro Stock.....aren't they limited to one coil and a distributor? I'm pretty sure it is regulated like the 500" limit. Again....not trying to argue your point about there being no need to upgrade....or even to argue about the pro stock rules....I could be wrong.
I think you really hit the nail on the head above. People are always throwing out comparisons from one system to another, but who is to say they were both programmed with equal skill? It's like comparing tuned EFI to a carb bolted on outta the box with no jetting or adjustments.....or vice versa.
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if you are getting a complete burn at the right time with an ignition then you will gain nothing by switching.
The testimonies of LT1 owners who have noticed improved idle and throttle response after swapping to the LS1 PCM may be directly related to the inaccuracies of engine position from the optispark distributor.
There are so many variables to consider for engine performance (obviously including tuning accuracy), but there is no denying the improved method of engine management with the introduction of the LS1 engine.
I agree with you Ed, about the first part of your statement....if you are getting a complete burn at the right time with an ignition then you will gain nothing by switching.
As for the part about Pro Stock.....aren't they limited to one coil and a distributor? I'm pretty sure it is regulated like the 500" limit. Again....not trying to argue your point about there being no need to upgrade....or even to argue about the pro stock rules....I could be wrong.
As for the part about Pro Stock.....aren't they limited to one coil and a distributor? I'm pretty sure it is regulated like the 500" limit. Again....not trying to argue your point about there being no need to upgrade....or even to argue about the pro stock rules....I could be wrong.
Exactly. The most accurate ignition system (or fuel management system) will use an engine position signal from the crank. With the optispark (or traditional distributor), the accuracy of the system relies on all of the variables from the crank sprocket, timing chain, cam sprocket, distributor gear, and so on. Amplify the inaccuracies by adding an aggressive camshaft. Comparatively, the LS1 engine has the most accurate method of fuel/spark delivery at all RPMs because the engine position signal is monitored at the crankshaft.
The testimonies of LT1 owners who have noticed improved idle and throttle response after swapping to the LS1 PCM may be directly related to the inaccuracies of engine position from the optispark distributor.
There are so many variables to consider for engine performance (obviously including tuning accuracy), but there is no denying the improved method of engine management with the introduction of the LS1 engine.
The testimonies of LT1 owners who have noticed improved idle and throttle response after swapping to the LS1 PCM may be directly related to the inaccuracies of engine position from the optispark distributor.
There are so many variables to consider for engine performance (obviously including tuning accuracy), but there is no denying the improved method of engine management with the introduction of the LS1 engine.