I have access to wiring diagrams for any vehicle available in North American 1983-present. Sometimes I can cross it over to Rest Of World cars. If you need schematics for anything, feel free to email me. alandaeric at hotmail dot com
The very bottom of my page has all the questions I am trying to figure out and stuck on, above that (and below this) is the answers I have recieved and some more questions that I have yet to put effort into looking for an answer. If you are bored and would like to plug in what I need to know or answer some of the questions I have yet to try, feel welcome.
SHOPPING LIST
Have: Everything, except I forgot to order the dpak fet
GenboardV3.2
1 x TPIC8101DW. Dual-channel acoustic knock sensor interface chip
1 x Stepper driver IC, package: DIP16
9 x FET: FQPF20N06L (FAI) 15A,
1 x DPAK FET for genboard v3.2
make sure you use a flyback diode if driving inductive loads with the DPAK FET. The flyback diode (eg. BY399 is fast 3A, or 1n4007 is slower 1A diode. ES2J is a fast 2A SMB footprint SMD diode) can live in the harness, or on-board (no dedicated pads!). The lack of flyback diode will ruin the DPAK FET and possibly cause other damage when inductive loads are driven.
MY PROJECT
Ford 347 stroker- on hold,(taking to long to build car)
Temporarily putting it in a 61 404 unimog, mercedes 2.2l straight 6.
Using crane fireball optical trigger with 5 of the windows blocked off for cam phase.
Vr sensor for crank input, (unless I can get away without it as the vehicle needs to appear bone stock) not sure on tooth count yet.
- Using LS1 ignition coils
- This is what I know so far: 4 wires, 12v , ground, ground to the ecu and then the trigger wire. I have done some various measurements on a running vehicle. Trigger is by a 4 volt signal (I didnt think to check the trigger time but the scale was set to 1 second and it was just a vertical blip) that does not change at all with rpm. I suspect it is extremely low amp. I have measured dwell, it sits around 59 degrees at all engine speeds and loads. Duty cycle was at about 95%, stayed constant. Pulse width changed dramatically but if I understand it correctly, that is due to the engine speed increase that is decreasing the amount of time each coil has between firing.
- Use the same driver as the original IGBT is driven from, just solder a jumper wire in place of the IGBT, between the 2 pins closest to the EC36 connector, and use ign_out=70 in your config /Emil
- Standard GM map sensor
- Standard GM ect sensor
- Standard GM air temp sensor
- Not sure which idle stepper motor, whatever the 1000cfm throttle body comes with (GM mostlikely)
- Bosch WB 02, unless someone tells me the NTK one can be easily substituted.
- knock sensor, assume any will work??
about my_make or config.txt? config.txt contains all of your tables and running settings, and my_make contains settings regarding hardware (enabling LCD, keyboard, WBO2, etc). If you are looking to learn about config.txt, look into the file called global.h, or read through MembersPage/Jimw/Config
A lot of settings are also described in the manual.
Will this VFD work easily??
http://www.vfdworld.com/techdocs/Noritake_CU20045SCPB-T23A_4x20_VFD.pdf
It's a serial VFD, it will not work. You need a paralell interface with a 44080 compatible command set. Note that VFD displays often have small incompatibilities with LCD displays even if they are listed as LCD compatible.
WISH LIST
- I would like to have a configureable speedo output. (not for my project)
- Drive by Wire, need some serious help with that one.
QUESTIONS
Since I have changed the vehicle that my v3.2 is going in (temporarily), I have a few questions that have come up.
For cam phase, I plan on using the crane fireball optical trigger (already installed to get rid of the points). I am going to block off 5 of the 6 windows to give me 1 pulse. It will start out as a 6 cyl with COP, maybe throttle body injection, not sure, siamese intake runners I assume will require that or sequential injection.
My question is this,
- What is the minimum amount of teeth my crank trigger wheel needs to make everything run. I realize more is better (to a point) but understand that this is only temporary and the unimog will be converted back to distributer based ignition (ecu controlled timing/dwell) and simple throttle body injection (insurance reasons)with a lesser ecu.
- While I am at it, I read somewhere about running a multitooth cam trigger and running it in wasted spark mode as a 12 cyl,using the primary trigger input. Then i could use the COP coils without crank trigger. Again, what is the rule of thumb for trigger events per cyl firing in the different modes.
- I assume that you also have to have the cylinders as a multiple of the triggers (cant have 4 crank triggers on a 6 cyl engine etc. would need 3, 6, 12, 18 etc)
A: cop needs x triggers per cyl plus cam phase. (do you need missing tooth on crank trigger wheel?)
B: wasted spark needs x triggers and missing tooth
C: distributer based needs x triggers per cyl
My best guess is, at a minimum
A: 4cyl needs 2 triggers + cam , 6 needs 3 + cam, etc.
B: Needs double the triggers with 1 tooth missing/extra so 4 cyl needs 8-1, 6 cyl needs 12-1 etc.
C: Needs same as option A but no cam trigger
So, am I correct, or out to lunch?