looking into it. i woudnt want to go into production on someting that isnt fully tested.

i may be able to get a couple more disks cut out so that i can send a uint out to be tested in warmer climates..

 

I went to the beach yesterday... jaja.. and my car fired up nicely too on friday!

 

sure it did

let’s see some vids, pics anything...

no in all seriousness congrats on finally getting it running.

 

Yeah... it has been a 5 year hiatus...

I was fixing the oil line to the supercharger, after it fired up I was only seeing 8-9psi oil pressure and it sure was leaking it down... Last time that happened I had scratched cylinders... So... Didn't want to risk it... Anyways... line is fixed and will be filling with water and starting the tuning process...

 

before this summer mine had been stitting for 4 yrs also.. kids really drain the ol bank account..

 

Luckily I have no kids... but the dyno business simply drained all that I had available, and I simply put the money there because if I was getting lots of calls over a 12.2 n/a customer car LT1... How many would I get out of a 9.xx @ 14x.xx LT1?

 

While I've been representing the 24x crank signal from the crank, I don't mean to say that it can't be sufficiently accomplished through the camshaft. If I've come across as putting down akafred's efforts, I apologize. There's much to appreciate for his efforts in getting the engine running with LS1 PCM through the optispark.

The crank signal through the cam accuracy for misfire detection is unknown and can only be speculation until the facts are known.

With no bias, I would like to know how accurate a crank signal is from the cam. Being that I had much to do with EFI Connection's development of the crank reluctor. I would like to see an oscillicope comparison of the crank signal from the crank and the crank signal from the cam both at the same time while the engine is running and revving.

We initially set out to accomplish coil per cylinder and electronic throttle for an early small block engine. The end result was the RamJet 350 in the S10. The LT1 was somewhat of an afterthought for our 24x system. The crank reluctor was already in development and intended for the early small block with Vortec timing cover. We realized that the 96-97 LT1 timing cover would accomodate our 24x crank reluctor and moved forward from there.

 

I'm not sure if I missed it...

but what about the harness and such for the 93 guys? I saw in one of the updates it talked about the harness for a 94-97 car..

 

Should be pretty much the same and I am sure eficonnection can make it to fit your car easily

Mine is making a 900rpm idle with a very big cam.. which is impressive...

As of now I am solving the issue with the knock sensors and I'll be pretty much letting it warm fuzzily.

 

The 1993 engine harness plugs into the car in the same way as the rest of the 4th gen f-bodies. Not a problem.

 

alright just wasn't sure if there were any further modifications that would have to be done, as there is always some snag when it comes to 93s haha

 

anyone know the max rpm of an ls1 pcm? i like the idea of the harness swap if i could turn past 7500rpm

 

i thought 8000

 

The LS computers are good for at least 8000. - for sure!

 

They are good for about 12,500. But hp tuners only have tables up to 8000 rpm's. If you contact ed wright fastchip I beleave he can help anyone wanting to go above 8000.