got an exact year and model that the ICM came from? if we're lucky, a BIN is already out there for it and the reference angle can be pulled to remove some guesswork.
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got an exact year and model that the ICM came from? if we're lucky, a BIN is already out there for it and the reference angle can be pulled to remove some guesswork.
I noticed the sensor bracket is likely made of steel? I don't know if it really matters if steel is used for the sensor bracket? For my Vortec trigger wheel design the sensor bracket was made with aluminum.
dave w
1990 Chevy Cavilier 2.2L L4 IIRC.Quote:
Originally Posted by RobertISaar
looks like that would be a 1227748 ECM. looks to have been used with 3 masks, 5F, 8C and 48.
i don't have any 5F BINs, have 1 8C(for a 2.5 application) and a bunch of 48 BINs, all but one are for the 2.5, the one i have that isn't a 2.5 is for a J-body with a 2.0(ABLT). interestingly enough, the 48 XDF already has ref angle in it, shows 0* for the 2.0 BIN. shows 60* for the 2.5.
if a 2.2 BIN could be rounded up and used the $48 mask, it would be quick work.
or, duh, check ICM interchange to see if the same ICM is used on the 87 2.0 and a 90 2.2.... looks to have been used from 87-91, which means the 2.0 and 2.2 SHOULD have the same reference angle.
IIRC 87 to 90-91 it was used, just went through Rock Auto and it verifies those years 2.0L and 2.2L look identical.Quote:
Originally Posted by RobertISaar
2.5L is differant.
IIRC the 2.5 had the CPS integrated into the ICM.
guess you can use 0* for the ref angle in the calibration then, now you just need to figure out permanant(or semi-permanant) sensor mounting location.
I can't seem to find the mask and bin I used... was for 7727/30 TBI and it was 60*...
It will be 60*
From everything I've been able to find on the 60 degree V6 ICMs and the matching 4 cyl version, initial needs to be set to 60* as well as the max retard and advance being set to values that will allow proper SA.
You can measure ohms in crank sensor with DVOM. I used 2.2 sensor. 2.0 and 2.2 use same one. Ferrous metal OK for bracket. Original sensor is mounted in hole drilled in iron block. Mine looks different because some pictures were taken with Quad 4 sensor. Bet ya can guess how I know it won't work. ;) Is the 7748 also used with the Pontiac engine with distributor? That would have zero or near zero reference angle. Look at min / max values to confirm distributor based calibration.
Well what happens if I make them all 120* ?
Now that I have simple instructions for installation from 1project2many and went over the technical data... WHAM! I got it straight in my head. That said the only place to run the crank sensor like that is almost on the bottom! Not going to happen in this off roader! So at 120* it lines up where I have made the sensor mounts already. I still may have to re-make... this is not the issue... although now needing a differant sensor that is much longer it makes the issue much worse if mounted on bottom. 120* is right about where the sensor on brackets is in pictures above. As far as to "On Top" as possible with belts and such.
Crank angle that high is 60 deg advance of 60 deg advanced. So you'll be firing 60 deg before cylinder at TDC during crank. With V6 you could move to another cylinder but not so with only four.
Can't turn the wheel on the crank and get something to line up? Wheel has four bolts so should be 90 deg each turn.
LT2 engine for the calibration i've been referencing. it's the OHC version that didn't make its way into the cavalier, but hit the other 3 divisions. alldata diagrams show a dizzy, so i guess that makes sense.
so....... has anybody ever pulled the BIN to a 2.0/2.2 with the 87-91ish DIS?
This is starting to remind me of other threads where the OP just doesn't want to do things right...Quote:
Originally Posted by EagleMark
Set it up so that base timing is correct, using the refernce material for 4 cyl GM DIS, the link I provided earlier has that information.