nice

Nice, I almost atemptted this on my 3G but I pussed out. My local dyno guy told me i could a LS chivy computer for like 40.00 bucks at the junkyard and anyone can tune the HP tuner software easily. But building the wiring harness scared me off and I bought a FAST XFI/XIM setup.

Cant wait to see how it turns out for ya

the ls harness is one of the easiest production harnesses i have ever had to dissect. there is a handfull of pink wires that need fulltime 12v, a few orange wires that need switched 12v, then your grounds and you are set to go. I think the biggest thing is what you do with the pcm. having all the right things removed is vital

Very nice! At some point I was going to look at adapting the Ford 5.0 system again, but coil on plug would be nice

Does this system use a MAF, or is it speed density?

MAF

Nice

Cool stuff.

I've got a lot more to share about the project, but I'll just do it a little at a time. I have 100's of hours in researching this stuff and have lists of part numbers, etc. that I'll eventually post as well.

Back to the subject of throttle bodies, another option is to use the stock cable style throttle body (or a stock ported or aftermarket version) using either an adapter or an elbow. This is actually the better option for procharged or turbo applications.

A stock throttle body costs under $50 too...A ported stock throttle body can be had from $50-75 and even some aftermarket stock style throttle bodies can be had for under $100. Throttle body to 4150 intake elbows can be had under $100 as well. This option can greatly reduce the cost of an EFI conversion. For $150 you could have this part of the conversion covered.

Good write up!

I sold all of my carbs 8 years ago and went EFI. I am working on a new project and will likely adapt the LS1/7 system with HP tuner. There are several threads on the bullet with guys running this and getting 1100-1200HP with stock parts.

Coil on plug and header clearance! Seems like custom headers would be required.

I'm building a 512 based on the B-block, with almost identical parts.
- My research led me to the LS2 D585 coils WITH heatsink, these are supposed to give a much fatter spark than the other similar ones...?
- I'm trying to get rid of the distributor by installing a cam sensor in the timing cover, but all details not sorted out yet.

Keep up the good work!!

Great info in this thread. Thanks for posting this information. EFI is something I really want to do.

How will this compare to a megasquirt system as far as ease of tuning?

Thats what i thought too... A quote from engine builder mag...



So what does this actually mean in terms of the forces generated inside an engine? An imbalance of only 1/4 oz. (7 grams) located four inches out from the center of the crank on a counterweight will generate a force of about 7 lbs. at 2,000 rpm. At low rpm, you would hardly feel a thing. But at 8,000 rpm, that same force would grow to 114 lbs. with every revolution of the crank. If this same engine had one ounce (28 grams) of imbalance, the forces generated would be multiplied by a factor of four, generating 456 lbs. of unwanted gyrations at 8,000 rpm! That’s enough vibration to rattle your teeth and pound the heck out of the main bearings. It’s also wasted motion that goes into shaking the block instead of spinning the crankshaft. Consequently, imbalance hurts horsepower as well as smoothness and engine longevity.

Curt

Awesome info though. Curious about the signal from the cam sensor unit though. Does the cam sensor pictured produce a compatible signal to function with the LS ECM? Looks to be a hall effect unit. Any idea the timing of the required cam signal in crankshaft degrees, Advance or retard?
Thanks