Odd Fire TBI

[Six_Shooter]

Interesting to note. Are you talking about the AFR? Or the spark timing?

It's been a while since I read about the physical connections in this thread, but IIRC he was using one ECM for both spark and fuel and the second ECM for spark only. I can see how keeping the second ECM in sync would be an issue, especially where spark timing is so critical. fuel could literally be dumped in at pretty much any time, especially when it comes to TBI fueling and still run without a noticeable issue... *shrug*

[Willys43]

There secondary computor didnt have the ability to advance the spark 90 degrees even though the software would let you change the field to 89.65 degrees. The original schematic was incorrect. Only 1 ignition control module can be used. I could get 1 or 2 sparks out of the second computor then nothing. Changing cyl count to 3, and reducing fuel bpw to 137 resultd in 50% of required fuel. Using cyl count of 6 th fuel pulse of once per rev reduced fuel pulse to every other rev- 50% short. Fuel was still immaterial since I only had sprk on 1,3,5. Excellant excercise, project wasn t completed the way iI had hoped, but I have learned enough that I will never have a problem diagnosing Efi systems. Willys is running very well with 4.3 bin with bpw reduced to 137, havn t even logged it yet. That will come in time. Thanks for ll your help!

Craig

[Six_Shooter]

I thought you were using dual triggers and dual ICMs? That would mean that you wouldn't need to change the trigger angle, because the ECM wouldn't know about the other ECM controlling the other 3 cylinders.

If you were trying to trigger two ICMs off a single trigger, yeah that wouldn't work, because of a lack of isolation between the inputs causing them to interfere with each other.

[Willys43]

I thought you were using dual triggers and dual ICMs? That would mean that you wouldn't need to change the trigger angle, because the ECM wouldn't know about the other ECM controlling the other 3 cylinders.

If you were trying to trigger two ICMs off a single trigger, yeah that wouldn't work, because of a lack of isolation between the inputs causing them to interfere with each other.

I was using single trigger and dual ICM. The reason twoICM wouldn't work is becuse the ICM provides a continuos path to ground except when it breaks that ground to cause the coil to fire. Two ICMs, each breaking the ground path to fire the coil at 90 spread = a continuos ground path and no break in the ground. When I removed one ICM I had fire at 1,3,5 and a couple 2,4,6, then nothing at 2,4,6. Two triggers set at 90* might work for the spark, then the fueling is still gonna be goofier than I wanted to bite into.

[Willys43]

I just walked outside, 11 degrees in KC, willys started 1st attemp. I still havent changed any programming

[jschatte]

old thread I know, but its the closest I could find to a potential project I want to pursue. Hopefully some of you guys are still around!

I am looking to do an EFI conversion to a Delorean. Odd-fire 90deg V6, with mechanical fuel injection.
I am very experienced with LS swaps, especially the 0411 ecu.
I intially wanted to run spark and fuel, but it seems obvious to me that spark is not going to work. I am fairly confident I can just leave the stock distributor, coil, and ignition module in place and ignition will be sorted. Works for the carb conversion guys.
So with regards to the fuelling. Run a 2001 or 2002 s10 or similar 4.3 calibration on a 0411. I would retrofit a crank position sensor (3 tooth), as well as all the other sensors (MAP, MAF, CTS, IAT, IAC, TPS, O2s) and plumb in injectors in place of the old mechanical ones. i would omit the cam position sensor as I understand this is solely for use with the ignition side of things.

From here, I have a few concerns.
-How well will the ecu work without any ignition being involved? Will it be ok with omiting this after i clear all the codes?
-Will the ECU fire sequentially or in batch? It needs to fire batch as I understand or anything past the first two cylinders in the firing order will not get fuel when they need. i could perhaps only wire up injectors to the first two outputs, but I think it would be asking too much of the drivers.
-Finally, a much smaller concern, do the 4.3 calibrations have e-fan control.

I know I could easily use a MS2, but the idea of having a MAF based, fuel trim enabled setup with OBD2 support is all too enticing to me.

[1project2many]

I have not tried to operate an OBDII controller without spark. With no further information I would suspect the spark outputs will not affect fuel outputs. Batch fueling is the default when the CAM sensor signal is not present. the ECM number chosen could determine whether or not electric fans are an option.

So:
Disable all transmission codes.
Disable any ignition output codes.
Disable any misfire codes.
Disable any catalytic converter codes.
Disable any Post Cat O2 codes.
Set cam signal codes to "Type C" or "Type D" to ensure batch fire becomes active.
Ensure injectors are correct type and set flow accordingly
Set cylinder volume accordingly.
Adjust fuel delivery during priming, cranking, and low speed operation

I would expect to tune the speed density tables as they are used for cranking and low speed engine operation and may be used for acceleration enrichment. You may need to adjust the MAF transfer curve to provide optimum performance.

It is possible to use a 16197427 OBDI ecm with MAF if you use modified code. Maybe that is not a useful alternative?