Caddy 4.9 Crank Trigger with LT1 ECM?
#251
Member
iTrader: (1)
Joined: Jan 2004
Posts: 319
Likes: 0
From: Ventura, Ca
Car: 69 Camaro
Engine: LS1 converted to LS6
Transmission: 4L70
Axle/Gears: 12bolt 3:42
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.
#252
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!
#253
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
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
Bill
#254
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
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
Bill
#258
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
Originally Posted by ryan.h
Okay then.... are there any hacks of the LT1 code available?
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
#260
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
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
Billy
#263
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.
#264
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
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
Billy
#265
Originally Posted by elcamin0_77us
Here are a couple of the files
Billy
Billy
#268
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.
#269
Supreme Member
iTrader: (2)
Joined: Jul 2003
Posts: 3,205
Likes: 0
From: Dallas, TX area
Car: 91 Formula WS6 (Black, T-Tops)
Engine: 383 MiniRam (529 HP, 519 TQ - DD2K)
Transmission: Built '97 T56, Pro 5.0, CF-DF
Axle/Gears: 4.11 posi Ford 9"
Originally Posted by elcamin0_77us
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
Billy
#272
Supreme Member
iTrader: (2)
Joined: Jul 2003
Posts: 3,205
Likes: 0
From: Dallas, TX area
Car: 91 Formula WS6 (Black, T-Tops)
Engine: 383 MiniRam (529 HP, 519 TQ - DD2K)
Transmission: Built '97 T56, Pro 5.0, CF-DF
Axle/Gears: 4.11 posi Ford 9"
Email it to me too, please! verndotwallsatparsonsdotcom
Just change the "dot" to "." and the "at" to "@"
Just change the "dot" to "." and the "at" to "@"
#273
Originally Posted by vernw
Email it to me too, please! verndotwallsatparsonsdotcom
Just change the "dot" to "." and the "at" to "@"
Just change the "dot" to "." and the "at" to "@"
edit: you could've mentioned that there were TWO dots in your email...
#274
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
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
It looks like Verns going to get it twice
Bill
#275
Supreme Member
iTrader: (2)
Joined: Jul 2003
Posts: 3,205
Likes: 0
From: Dallas, TX area
Car: 91 Formula WS6 (Black, T-Tops)
Engine: 383 MiniRam (529 HP, 519 TQ - DD2K)
Transmission: Built '97 T56, Pro 5.0, CF-DF
Axle/Gears: 4.11 posi Ford 9"
Thanks, guys! I'll see what I can do with it for ya....
#276
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
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
Note: A Work In Progress. To Quote RUSH
Billy
#277
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
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
Billy
#278
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
Steve
#279
Originally Posted by 89 Iroc Z
Question for anyone who has opened a 2240 or Northstar PCM...
Does the 2240 or the Northstar PCM have an unpopulated space on the PCB for a IAC driver. Like for example in the 730 there is an extra unused solder pad space for a second injector driver but GM only used this space to put a second driver for the 749.
Does the 2240 or the Northstar PCM have an unpopulated space on the PCB for a IAC driver. Like for example in the 730 there is an extra unused solder pad space for a second injector driver but GM only used this space to put a second driver for the 749.
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...
#280
Moderator
iTrader: (1)
Joined: Mar 2002
Posts: 18,432
Likes: 227
From: Chasing Electrons
Car: check
Engine: check
Transmission: check
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.
RBob.
#281
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.
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.
Last edited by ryan.h; 05-23-2006 at 11:46 AM.
#282
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.
Code:
7730 / 2240 A4 - +5 ref / N/C 5 - +5 ref / Sensor gnd 6 - IGN / IGN 8 - Serial data / Serial data(?) 11 - FP relay sig / Cool fan relay 12 - ECM gnd / ECM gnd B1 - Battery / Battery 5 - sens gnd 6 - sens gnd / Front o2 sens Lo 9 - VSS lo / VSS lo 10 - VSS high / VSS hi 11 - 4000ppm / "speed output" C7 - Bypass / Bypass 8 - EST / EST 9 - AC on req / PS press sw in 11 - odd INJ / INJ #1 12 - even INJ / INJ #8 16 - battery / battery D1 - ECM gnd / GND 6 - inj gnd / GND 7 - inj gnd / GND 8 - REF / REF 9 - REF lo / REF lo(gnd) 12 - fan 2 req / fast idle in 14 - 4th gear sw / INJ #7 16 - p/n sw / INJ #3 E1 - N/C / ISM 2 - N/C / ISM 3 - IAC 4 - IAC / Shift sol B 5 - IAC 6 - IAC 7 - SES / canister purge 8 - Fan 9 - EGR 10 - N/C / Shift Sol A 13 - FP sig / FP feedback (?) 14 - O2 sig / Rear o2 sig 15 - o2 gnd / Rear o2 gnd 16 - CTS sig / CTS sig F1 - Shift light / FP sig 2 - Port sol / Vent valve ctrl 4 - Conv sol / AC comp ctrl 9 - ESC knock 10 - Passkey / Passkey 13 - TPS sig / TPS sig 15 - MAP sig / MAP sig 16 - MAT sig / MAT sig
#283
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>
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>
#284
Links to high res shots of the various parts:
Daughterboard/top of ECM
Mainboard/top of ECM
Injector drivers
Other side of ECM
Daughterboard/top of ECM
Mainboard/top of ECM
Injector drivers
Other side of ECM
#285
Senior Member
Joined: Mar 2001
Posts: 629
Likes: 10
From: North Cackalacky
Car: 88 Firebird
Engine: Pontiac 301
Transmission: TH350
Re: Caddy 4.9 Crank Trigger with LT1 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
--andrew
#287
Re: Caddy 4.9 Crank Trigger with LT1 ECM?
I've been studing my opti spark & Large Cap HEI as well as some pics of the Small Cap HEI & the converted Opti Dist. In the past I had really wanted to use the Large HEI, but my conclusion is that the Small Cap HEI would be the way to go. It will be easier to mount the base of the Opti on the Small Cap HEI due to the fact the base is flat & the way the rotor attaches. It seems that they cut off part of the opti rotor to allow the shaft to go through. Then they used a collar with two set screws. I believe at this point I need to pick up a Small Cap HEI. This really should be quite simple with the aid of a lathe.
Bill
Bill
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?
Last edited by EagleMark; 02-05-2012 at 07:45 PM.
#288
Re: Caddy 4.9 Crank Trigger with LT1 ECM?
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.
#289
Re: Caddy 4.9 Crank Trigger with LT1 ECM?
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.
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...
#290
Member
Joined: Jan 2004
Posts: 156
Likes: 0
From: Georgia
Car: 77 El Camino
Engine: 355 Converting to TPI
Transmission: Converting to 4L60/4L60E
Re: Caddy 4.9 Crank Trigger with LT1 ECM?
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
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
Thread
Thread Starter
Forum
Replies
Last Post
New2Chevy
Engine/Drivetrain/Suspension Parts for Sale
2
09-28-2015 12:35 AM