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Priority Oiling Main System - Ask Anything

The second approach is by EFI Connection. This company also uses the LS engine coil packs, added a cam sensor, and applied it to LT1/LT4 engines. The first step is to eliminate the entire LT1/LT4 Opti-Spark distributor from the engine. Removing the front timing cover, you add an EFI Connection 24x reluctor wheel that slips over the crankshaft (you have to do some minor hub milling to compensate for the thickness of the reluctor) that fits under the stock timing cover and integrates with a GM 24x crank sensor. Next, the company supplies an LS1-style cam sensor that bolts to the front of the stock LT timing cover. This creates crank and cam position sensor inputs that are used with an LS1 computer to drive the eight separate LS-style ignition coils. You have to figure out where to mount these eight individual coils, and obviously, you need a separate, stand-alone computer wiring harness that will control the fuel as well as the spark on your LT1/LT4 engine. All this isn't exactly bargain-basement stuff; the base 24x hard parts are $525.00, an LS1 computer is $100.00, the EFI Connection custom wiring harness is $650.00, plus the cost of eight coils and other small parts. All this adds up to between $1,200.00 and $1,500.00, but you get the decided advantage of far better computer control. It will also require custom tuning to get your LT1 engine to run properly with the LS1 computer. EFI Connection suggests either HPTuners or one of the other aftermarket LS engine controller software programs that will allow you to customize your particular setup. EFI Connection offers a limited number of free program downloads that you can try at your own risk. One additional advantage is that the stock LS1 computer can also control an electronically controlled automatic such as the 4L60E trans. This eliminates the expense of a separate control box for the electronic overdrive transmissions like the 4L60E and 4L80E. This EFI Connection system can be used on a Gen I small-block Chevy engine as well, which presents the advantage of controlling an early small-block with a very sophisticated EFI system. Imagine the questions you'll get from dumbfounded onlookers when they see a small-block Chevy in your engine compartment with hidden coil packs and no distributor in the back of the engine. That alone might be worth the price of admission.

We'll leave you with a teaser that adding a DIS ignition system with eight individual coils creates much stronger spark energy at higher engine speeds, especially when used on large-displacement engines with strong cylinder pressures. The greater spark energy from eight individual coils just might pump up the peak horsepower by a measurable amount. We've got a test lined up on a normally aspirated LT1, and as soon as the smoke clears we'll bring it to you.

More Info
Autotronic Controls Corp. (MSD)

El Paso, TX
915/857-5200
msdignition.com

Bailey Engineering
Commerce Township, MI
Bailey-Eng.com

Dynaspark
Ft. Wayne, IN
260/484-0826
Dynaspark.net

EFI Connection
Erie, PA
814/566-0946
eficonnection.com

Rock Auto
Madison, WI
866/762-5288
RockAuto.com

Summit Racing
Akron, OH
800/ 230-3030
SummitRacing.com

Tuned Port Induction Specialties (TPIS)
Chaska, MN
952/448-6021
tpis.com

Of Flywheels And Flexplates
Jake Dingman; via CarCraft.com: I have a 283 Chevy motor with the original flywheel and 10 1/2-inch clutch for a passenger car. A friend gave me a larger flywheel and 11-inch clutch out of a '78 Chevy truck. Will the larger flywheel cause an imbalance condition in my motor? Or will there be a loss of power and torque having to turn the larger-diameter flywheel? I do have a bellhousing that will work with either setup.

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