Oh, totally forgot the '496' part of this. But then, what is the cam sensor with that setup?Quote:
Originally Posted by blindsquirrel
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Oh, totally forgot the '496' part of this. But then, what is the cam sensor with that setup?Quote:
Originally Posted by blindsquirrel
It's a 1998 Vortec Gen VI BBC motor with dizzy cam sensor.Quote:
Originally Posted by blindsquirrel
It's pinned correctly, just the ABC could be different?
I swapped A and C on both crank and cam sensors and got it running. I use the term running loosely.
I need to order the correct O2 sensors I think.
I mistakenly thought I could use an 03 tune, and ordered the wrong sensors.
Unless I can wire them in somehow?
I have CMP code for A circuit low currently when scanned and started.
All other codes up for tranny and stuff, so non issue.
It won't stay running.
Oh shoot, I have to check the fuel pressure. That will be a chore with the Edelbrock fuel rails.
Your tune file has Crank Lo Res, in System Options, as '0'. That means 'not lo res/4x'. Needs that changed to '1' if you have the 1998 4x crank reluctor.
Thanks.Quote:
Originally Posted by blindsquirrel
I have a 24X crank reluctor.
The engine didn't come that way though, right? How is the wheel indexed, so that whatever the wheel's TDC is lines up with the piston's TDC?
Just read this in the instructions.
No idea what they're talking about. My regulator is built in to the fuel pump bucket assembly.
(they recommend using the express van 0411 PCM)
- Set {B4001} Injector Flow Rate (a constant for vacuum operated regulators)
- Change {B3704} Injection Bank Assignments to match the 2001-2002 Express Van calibration (for closed loop operation)
Keyway in the crank, and pressed tight in place with the balancer.Quote:
Originally Posted by blindsquirrel
They don't know what they are talking about - the Offset vs Volts vs VAC table also has to change when the fuel system type/regulator changes. For a returnless/static rail pressure you do not change either the flow rate or offset table to one single number all the way across. You do that when the regulator is referenced to manifold.Quote:
Originally Posted by 123pugsy
Injector bank assignment is just so that each bank's O2 readings get applied to the correct injectors, it does not affect the ignition firing order. What that needs to be depends on the firing order according to the camshaft. 1-8-4-3-6-5-7-2 translates to 0-1-1-0-1-0-0-1 (odd numbers are bank 1/left/0, even numbers are bank 2/right/1).
Thanks.Quote:
Originally Posted by blindsquirrel
Quote:
Originally Posted by blindsquirrel
I put the CMP wires back to factory as shown on this drawing, plug it in, and that's when the voltage at crank drops to 1.2X.
Fuel pump also starts up when I plug into the cam sensor key on.
And then it won't crank of course.
This is an unknown CMP sensor as it came with the engine.
Is that the reason they scrapped the truck and sold off the parts perhaps? No start, bad sensor?
Wires are all correct to the PCM.
Checked twice with the OHM meter.
I ordered the correct O2's and pigtails from Rock Auto last night.
I've got enough mad scientist shi.....shtuff going on with this project.
Will be nice to have all the correct wiring on one drawing.
Well... that's half of one diagram correct and the other half correct on the other one.
CMP
A to C1 61
B to C1 73
C to C2 39
Do you have a LS type crank sensor, or the 7.4?
I have A and B reversed.
C correct.
My diagram is for the 2001, and my CMP sensor is 98, so I see some confusion.
Especially since it is a dizzy.
Should I swap those two wires?
Will it hurt anything to try it?