Sneak preview-DIY MPFI

[Bill usn-1]

That's what I have been saying for years.
Just cracked PCM weren't that common then.
I did a ECM to PCM swap years ago with the guys on TGO. But the software wasn't out there so I put it on the shelf.


But now the new LS1 pcm is cracked and is the new hot ticket.

Here's whats avail from tunercat for the caddy.

Cadillac:
PROGRAM ID BYTE ECM P/N PLATFORM EPROM

TYPE
INFO. PURCHASE
CD1 16132240 90 Cadillac LW2, 4.5L, V8 (ATTL)

91 - 92 Allante LQ6 4.5L V8 (AUMF)
27C512
NS1 16132240 91 - 93 Cadillac L26, 4.9L, V8

(BWYA, BWYH, BWYJ, BWYN, BWXZ, BWYY)
27C512
NS2 16132240 91 Cadillac L26, 4.9L, V8

(AYFP)
27C512
NS3 16132240 or

16123860
91 -93 Cadillac L26, 4.9L, V8

(AZXF, BBWZ, BBXD, BBXF, BBXL)
27C512
NS4 16132240 91 - 92 Cadillac L26, 4.9L, V8

(AZPW, AZCP)
27C512
NS5 16196347 94 Cadillac L26, 4.9L, V8, Manual

(BWYZ)
27C512

[rick W.]

Good tech!
Mark I looked at using a timing cover sensor like you posted but found that it wasn't a good choice for my application. I have a roller cam which requires a steel cover minimum and as I recall the sensor spaces out the crank pulley setup which I have to physical room for.
The way I understand it and someone correct me if I'm wrong.....The cam sensor is required for sequential because the PCM needs to know the compression stroke from the exhaust stroke. 4 stroke.....I THINK (meaning this is a guess) the crank position sensor is needed for accuracy over the cam sensor as the distributor can be moved arount to adjust spark timing which would inadvertantly adjust injection timing. More importantly if the PCM used both sensors then likely both will have to be used.
I had planned to do this conversion over the winter this year but ran out of time working on other projects. The plan was to use a LT-1 intake which I now have and have learned that it won't physically fit on my rig.

[EagleMark]

Originally Posted by rick W.

Good tech!
Mark I looked at using a timing cover sensor like you posted but found that it wasn't a good choice for my application. I have a roller cam which requires a steel cover minimum and as I recall the sensor spaces out the crank pulley setup which I have to physical room for.
The way I understand it and someone correct me if I'm wrong.....The cam sensor is required for sequential because the PCM needs to know the compression stroke from the exhaust stroke. 4 stroke.....I THINK (meaning this is a guess) the crank position sensor is needed for accuracy over the cam sensor as the distributor can be moved arount to adjust spark timing which would inadvertantly adjust injection timing. More importantly if the PCM used both sensors then likely both will have to be used.
I had planned to do this conversion over the winter this year but ran out of time working on other projects. The plan was to use a LT-1 intake which I now have and have learned that it won't physically fit on my rig.

Well that sucks, you got a LT1 intake and it won't fit under the hood? Or is it differant heads?

The roller cam needs a steel timing cover? Does it have a button so the cam does not move?

Not really sure about the rest. I do know a guy making a toothed wheel to mount on the harmonic balencer behind the pulley but he has not installed it yet and tested. He's got a CNC so cutting it out was the easy part.

This website may help you out but it is not JY parts type stuff. But does have high tech and BLING!!!
http://www.eficonnection.com/eficonnection/24x.aspx

[rick W.]

Originally Posted by EagleMark

Well that sucks, you got a LT1 intake and it won't fit under the hood? Or is it differant heads?

A guy would have to do some modifying to the manifold for the distributor but I knew about that. The big issue for me is the placement of the throttle body. It would o through my front crossmember an into the radiator. Easiest fix is buy a aftermarket intake.

Originally Posted by EagleMark

The roller cam needs a steel timing cover? Does it have a button so the cam does not move?

Yes the cam button rides against the back of the timing cover to locate/ retain the cam.

Originally Posted by EagleMark

Not really sure about the rest. I do know a guy making a toothed wheel to mount on the harmonic balencer behind the pulley but he has not installed it yet and tested. He's got a CNC so cutting it out was the easy part.

This website may help you out but it is not JY parts type stuff. But does have high tech and BLING!!!
http://www.eficonnection.com/eficonnection/24x.aspx

I'll check it out!

[EagleMark]

I may go ahead and machine an IH intake for MPFI since the motor is apart for rebuild. I have read many threads through search here and other IH sites for the topic. But wanted to ask if anyone has any specific information to machining a stock IH intake for the MPFI injectors and fuel rails. Thanks!

[Bill usn-1]

I merged your question with this MPFI thread that was already here.
Obviously somebody knows the specifics needed and i stated i would be doing a complete write up on the topic.
But since you searched and couldn't find it...


Here's the easiest way to bore the ports.
Avail on ebay.
You can also just measure the injectors and select the proper size drill bits and do it in three stages.
















Link to video of drill being used.

http://youtu.be/iSNb9QKj568

[EagleMark]

Thanks for the tip on the tool, I will pass that along to my machinist. He treats me well and I do things for him so I don't even think about doing my own machine work as I know it will be done properly first time with his equiptment and experiance.

Have you done anymore to the fuel rails? Looks like it would need a tight fit custom bent fuel tube crossover in front, then feed and return lines in rear. I haven't seen what AFI offers when MPFI is added to the IH Only aluminum intake. Just not much room up front to work with.

[Bill usn-1]

Simply tapping the ends and adding NPT to AN fittings with flex lines. All parts are avail at any speed shop.

If your not doing this yourself then the machinist will not need the drilling info.
It is a very simple machining process that any machinist can handle without guidance.

[jhnyct]

Oooo, this makes me happy.

I better stick to learning the TBI for now, but later. . . .

[Bill usn-1]

And for the next question...
what ECM/PCM?

many options avail.
The 7730/7727 was already used as a MPFI pcm so it's a simple bolt on.
The problem is finding a V8 one in a JY. (there is a work around) This is what AFI normally uses.

The next is the 7427/8625 PCM that was used for TBI and CPI so simple programming changes and it's a viable option. But again V8 ones are harder to find. This is solved with a simple jumper soldered onto the V6 netres to correct the cyl select from 6 to 8. Then all is good.

And then there's the good old 7747 that with the addition of Bob Rauschers Dynamic EFI board makes it on par with the PCM's. But cost about $350. He also has a PCM mod that is now avail.
Or
Simply add an additional injector driver inline with the factory injector wires so you can now drive 4 inj's from each wire.

And you can even do the Megasquirt ECM if you so desire.

These will be batch fire systems so 4 injectors fire each time.
Just like TBI fires the injectors.

Sequential systems take additional electronics as previously described.

I'll eventually get around to trying most of the above options and do a little comparison.

And i'll even show you how to do your own machining on a stock manifold in your garage.

So if your looking to copy and paste this info, you may want to hold off a little.