I'm starting to wonder if a 96+ Vortec motor setup is the way to go with a SCPI. If the CPI portion could be made to control regular injectors you will have a sequential abd tranny control with a bolt on system. Only thing is you would have to get a OBDII system to tune.

 

I've been running my Opti in my 94 for years.. no problem. What happens mostly on the LT1s is when the seals on the LT1 waterpumps start to fail it weeps coolant out of a hole in the pumps and drains onto the opti. This will find its way into the units and corrode it. You can easily harden the optis yourself by seeling them with RTV .. mainly on the opti plug itself. There's nothing to say you could just use the optispark for the pickup and a normal HEI for your HV distributor.. or use the optispark in full. I'm not sure about waterpump clearance.. that is a good question.. the next few days I should be able to mock up my old 94 opti on a gen 1 block to see.. I've always wanted to try this.. I can't believe no one else has yet.. 94-95 LT1 OBD1 pcm has all of the bells and whistles everyone is looking for along with convenience of flash programming!

 

I've got the Dist hogged out waiting on some bushings to get here so I can set the Shaft end play as well as mount the Opti base. As soon as thats done, I'll visit the local machine shop and get a collar or three machined.

Bill

 

Still waiting for the bushings to get here! Some had mentioned about to possibility of using some sort of trip computor. Looking around I noticed that the 16181333 which is the Vette ver of the 8051 has the ability of using a trip computor. It uses two pins which connects to the Central Control Module. Any ideas or info on this?

Bill

 

there's no way the opti would fit under a gen1 waterpump unless you could space it out a half inch or so... I put an opti cover on my marine 350 just to take a look

 

Has anyone researched the '2240 any more? I like the "more ram" and "more codespace"... not to mention I'd like to try out sequential...

 

Okay then.... are there any hacks of the LT1 code available?

 

Unsure of what you meant by hack. Jim Moats has some bins on his site. There are definition files also available for the LT1. The program ID is $EE and there are 2 PCM's that were used depending upon the application either the 16181333 or the 16188051. The 16181333 was for the Vette and included extra drivers for a Trip Computor and then there was the 16188051 for the F-Bodies. Jims software works with these PCM's as well as TunerCat. Both of these are OBDI, although rummor has it that TunerCat has a OBDII version not listed on thier Site. Most go with OBDI.

Note: After 4 weeks, I finally got my shaft bushings. What a mess!!! I'll be working on a Guide to show what I've done so far and how I've done it.

Billy

 

Hack as in, commented disassembly...

 

Yes, I found them somewhere out there. Off hand not sure where. I have most of the set. Not sure if I have everything you would need as I don't know enough about that sort of thing yet.

Billy

 

Here are a couple of the files

Billy

 

I have these three files as well.
8051.bat
8051_e.bat
8051_t.bat

Billy

 

One more issue you may run in to using the LT1 ECM is the absence of an AE ve TPS and an AE vs MAP table. There must be some kind of AE hard coded into the fueling routine but so far AFIK no one has found tables. The LT1's get by with this running Mass Air. When I switched to Speed Density on my LT1 the AE seemed like more of an issue.

 

Thanks for the info, althought I'm planning on running both MAF and MAP Sensors at this point. But this does need to be looked into.

Billy

 

Thanks. I guess now I'm REALLY over my head, since it's the 8051... What's the difference with the E and T files? One engine, one transmission or something?

 

I'm unable to post what I have of a guide so far. My file is too big. It's almost 3x's the limit.

Billy

 

I might be able to find a place to host it if you email it to me... ryan.h (at) excite.com

 

I'm still working on my SD tune on my LT1 and now that the VE table is closer it seems that the AE stuff is less of an issue. Seems to be running pretty good on SD. I'm heading to the track this coming weekend so we'll see if ditching the MAF eliminates a bit of an intake tract restriction and picks me up a few ponies.

 

E-mail it to me and I'll host it up for you. I'd like to see it as well LOL

 

Ryan, I sent it.

Billy

 

Holy huge file, batman!

Can you email me the original photos? I bet I can get it under 100k if I can resize the photos outside of word.

 

Email it to me too, please! verndotwallsatparsonsdotcom

Just change the "dot" to "." and the "at" to "@"

 

I forwarded it to you. Maybe you can figure out how to resize the photos so they don't use the huge originals...

edit: you could've mentioned that there were TWO dots in your email...

 

I may try to use PaperPort on them tonight. I've always had good luck when croping scans with PaperPort. I had tried to use PhotoShop but it wouldn't let me crop it right.

It looks like Verns going to get it twice


Bill

 

Thanks, guys! I'll see what I can do with it for ya....

 

I used MS Photo prog to resize and crop as needed. this alowed me to get the size down where it's postable.

Note: A Work In Progress. To Quote RUSH

Billy

 

Checking out my old PC I found all the files mentioned in the 8051dis_Notes.txt from above. It also included several files from the same site that no longer exsist. They mainly deal with 8051 disassembly

Billy

 

My LT1 SD tune is working very good now. I've been using Joe Georgers VE master program and the results have been surprisingly good. After about 4 logs and VE master corrections my block learns are looking much better. The LT1's with decent cams always seem to have a good bit of split from left to right. The split is probably a function of the intake design as much as anything else. VE master has made my VE table look a little wonky but the BLM's don't lie. Normaly I would smooth the VE table but I'm thinking a cammed LT1 has some substantial transitions of VE from one gridpoint to the next. I think you guys will be happy with this swap when you get'er done. I have no AE issues as well. Thanks Joe for the nifty piece of software!

Steve

 

Hate to bump this back up... but...

Has ANYONE opened up a 2240? That would be really cool if it was just a P4 with an extra daughterboard or something... I'm thinking about picking one up on ebay to disassemble if nobody here speaks up...

 

Yes. It is a P4 with an extra daughterboard . No stock unpopulated place for an IAC driver. There may be a way to replace the H bridge driver with an IAC driver.

RBob.

 

HmmMMMMmmm....

I guess my question is how similar is it to the 7730/49? Would it have a snowball's chance of loading $8D and working? I think I'm going to have to pick it up now, just to see...

The caddy code is convoluted, so I don't think it's worth the effort to try to decode it... It would be neat if some other P4 code could be directly ported to it... maybe change a few pins around or addresses, or what have you... Then you'd have a "super duper 7730"... Presumably more ram, supports SEFI, double(?) the ROM space... Experimenter/coders' best friend.

 

Well we know they have the same style connectors, so I decided to check to see what might line up... The 2240 has a lot more i/o, so I just took the 7730 pins as a reference. The digital I/O lines up, as do most of the sensors.

 

Okay, my ECM finally came in. Looks interesting. The '2240 has a row of 7 transistors, presumably for the injectors. The 8th injector must be controlled by a quad driver or something.

It definately is a P4 ECM, what's interesting is it only has one CPU. I was expecting two with all the things it has to control...

The 28763, if it is the ISM driver as mentioned earlier, does have 9 pins, and appears physically compatible for the IAC driver we're familiar with.

Unfortunately, my ECM didn't come with a memcal, so I can't compare those. I'd guess it looks like the 7730 minus the knock sensor board. Whether it is pin-pin compatible, and whether a knock sensor board can be added is yet to be determined. What's nice is almost all of the ICs on the board are familiar, just in different locations.

A schematic would come in major handy here, but I'm not sure there is one... <sigh>

 

Links to high res shots of the various parts:

Daughterboard/top of ECM
Mainboard/top of ECM
Injector drivers
Other side of ECM

 

Ryan, dredging up an old thread here... do you still have the pictures available? 3 out of 4 say not found when I clicky the links. Doing anything with the 2240, or is it scrap heap material for you?

--andrew

 

NM; got a 2240 ECM on the way and I'll take some new pics.

 

Wow that was a great thread of ideas! then it died... putting together 2 distributors is an easy task. I have been doing this for 10 years on just about any engine for EFI conversions.



There's pictures and machine drawings on how to do it here:
http://www.gearhead-efi.com/Fuel-Inj...BI-Conversions!

I just found this thread looking for $EE hacks and read the whole thing. Wow! Great team work!

Was any part of the project implemented? I've got an OptiSpark distributor here taken apart, I was trying to find a bearing to rebuild them at a reasonable cost, but no bearing available, so it would have to be machined to a new bearing, may as well buy a new one, or aftermarket and install original Mitsubishi pickup.... if anyone needs it for research?

 

Thats all good,but like idea of a lt1 ecm.A 7000 rpm VE table,whats not to like.I also perffer limp mode and other O.E. stuff.And if your planning high rpms,the hei reluctor is far from good.The race guys have known this for years.You had interest peaked on the opti deal.The problem with opti deal was sticking behind the water pump.Moister,oil,what could happen?I too am looking for something like you are disscusing.

 

The Opti got a bad rap from the 92-93 LT1 that weren't vented. 94 up were vented and all those problems went away. The maintenence on Opti is to replace it every 100,000 miles. So repalce the seals and waterpump too and good to go for another 100,000 miles! How bad can that be?

Moisture is an issue on 92 and 93 because of non vent and all the spark causing some gas? and moisture. Not an issue on 94 up. To over 100,000 miles anyway they are sealed shut, if the O ring fails than it may be an issue. Mine had 120,000 miles on it and the oil seal was leaking oil to timing cover so I was do for the big maintenence and proved the newer Opti had no moisture issues by running a garden hose on it at idle for 5 minutes!!! Then drove it around town and freeway, no issues.

If you leave it soak in antifreeze for months I guess the distributor cap o ring seal could rot and fail. Oil leaks are from seals behind it so they don't drip on cap or cap oring seal. But if the vent end gets plugged and vacuum end is still hooked up it will suck oil in through bearing into opti distributor from an oil leak behind.

Anyway if you do your manitenece every 100,000 miles or so, no issues...

 

EagleMark,

I guess you could say there were a few things that came up. First I ended up going through a divorce. Secondly, another group here found a way to run the TPI setup using the LS1 PCM which I believe is a better PCM than the LT1 PCM.

I can see the advantage if the opti guts were mounted in a normal dizzy for those running a LT1.

Bill