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1. Rev Test Timing deg 30 00 Driveshaft Pulse rev 40 b 4 Tiong ii Zz must be EmbeTeaines T C Tarat Pashen Rev Window tankshaft Pulse tev 4 2 Step Input Shaft Pulse rev 31 2 Step RPM Lo Turbo Shaft Pulse tev fi aoe yee Fueling Parameters Fan Control 7 elie Prime Time s e Injector Flowrate 4 ec min 300 Fan On Temp F EE Injector Flowrate B cc min 4 Fan Off Temp F 165 3 I Engine Size fin 360 Second Pump On TPS 25 0 AC Anticipate IAC Steps 15 EGT C Off On Help Close Once the Distributor is installed and the engine is running you must use a timing light to check the Crank Reference value entered into the BigComm software The spark advance value displayed in the Dash window see below must match the value shown at the crank dampener If they do not match change the value in the Crank Reference window until the value in the Dash window matches the value at the crank dampener value exactly Set the Inductive Delay to 13 uS for 2 wire pickups Dash Window 600 1200 1800 2400 3100 3600 4100 4600 5300 6000 6800 7300 7700 8100 RPM Press lt Ctrl gt lt Enter gt keys together to Update Window Fuel Press psi Gross Inj PW 1 8ms Act Drv Shaft 5475 RPM Ethanol 0 0 Act L_AFR 0 0 1 LO2 Corr 100 0 Vol Eff 23 4 Act AFR 15 9 4 CamCrk Adv 11 0 deg Inj Duty Cycle 3 Boost 4 5psig AFT Cor
2. Snap ring BigStuff3 offers a reluctor with two 2 additional roll pin slots see photo below BigStuff3 Part Number JMI 007 012 shifted approximately 10 from the center of the reluctor tabs One slot is 10 camshaft degrees clockwise CW while the other is 10 camshaft degrees counter clockwise CCW Reinstall the reluctor on the distributor shaft using the correct slot for the engine rotation you have Remember you want to ADVANCE the reluctor pole piece while retarding the rotor Then reverse the steps to disassemble the distributor to put it back together Roll pin slot 10 from the center of the reluctor Setting the Crank Reference not for COP Engines The Crank Reference input is perhaps the most important timing value entered into the BigComm software see Operating Parameter Configuration screen print below The crank signal tells the ECU where the engine is in relation to TDC compression cylinder number 1 i Crank Reference window in the BigComm Operating Parameter Configuration Window The Crank Trigger window to be used for all non COP based systems X Operating Parameter Configuration TPS Crank Trigger For non COP Max TPS for Idle Crank reference deg engines If using a 4 Clear Flood TPS Inductive Delay u5 magnet pole crank Rev Static Test Timing Pickup Wheels wheel the value Static Test inputted into this cell
3. Currently MSD makes two all in one cam and crank signal distributors see below MSD all in one Chevy distributor Part Number 2345 Camshaft pickup The All In One IPU distributor has both a cam and crank sensor built into a single unit Quick Setup Guide Find TDC cylinder number one 1 compression stroke See Find_TDC on page 20 Roll the engine back to 50 BTDC number 1 compression Install the distributor Make sure it is fully seated Line a reluctor up with the pole piece inside the distributor Tighten down the distributor Roll the engine back to the position BTDC cylinder 1 equal to the max power timing Phase the rotor and or reluctor See Rotor_Phasing and Reluctor_Repositioning on page 23 Connect the red BigStuff3 wire to the violet black distributor wire Connect other Distributor wire to BigStuff3 black wire Connect the BigStuff3 points wire white to the MSD ignition box points input In the BigComm Software Operating Configuration set the crank reference setting to 50 See Setting The Crank Reference on page 25 Verify the BigStuff3 Dash timing advance value to the timing at the crank Change the crank reference value up or down until the Dash value and the crank value are the same See Dash_Window on page 29 Follow the additional step below to setup the cam sync The cam sync signal every 360 of cam rotation allows the user to take advantage of cylinder fuel p
4. GENS Powertrain Controller Ignition Setup Tutorial For Use with the GEN3 Pro SEFI Powertrain Systems February 2009 Rev 1 1 The installation and set up of the following ignition configurations will be explained in this tutorial For additional information on ignition systems not listed below refer to the GEN3 Pro SEFI System User s Manual Ignition Types Covered in This Tutorial 1 Stand alone IPU Distributor Only Go to Type_1 2 Modified IPU Distributor serving as the cam sync with a Crank Trigger Setup Go to Type_2 3 MSD Distributor Used to Only Distribute Spark from an MSD 6A 7A 8A box with a Crank Trigger Go to Type _3 4 MSD 2340 Cam Sync Distributor with a Crank Trigger Setup Go to Type_4 5 MSD All in One Crank and Cam Sync Distributor Go to Type_5 6 GM s CAM Sync Drive with BigStuff3 s 24 Tooth Crank Wheel Go to Type_6 7 MSD Mag44 Magneto Go to_Type_7 8 GM LS1 2 7 COP System Go toType_ amp 9 Ford Mod Motor COP System Go toType_9 Tf using a MSD8 CD ignition box a pullup resistor needs to be installed between the ignition 12V post and Mag post on the side of the MSD8 ignition box A minimum of a 900 Ohm min to 1K max 125 Watt min to 2 Watt max resistor is needed See Pullup_Resistor_Installation A Quick Setup Guide is provided for each ignition system outlined in this tutorial The Quick Setup Guides briefly describe steps required for
5. The engine will start on the magneto The Pro Mag 44 requires about 250 RPM to fire during cranking BigStuff3 takes over and controls the spark timing above 1 000 rpm e Start the engine See Setting The Crank Reference on page 25 Lastly with the engine still running verify that the BigStuff3 Dash timing advance value equals the timing value seen with a timing light at the crank Change the crank reference value in the Crank Trigger window in the Operating Configuration table up or down until the Dash value and the crank value are the same See Dash_Window on page 29 The Pro Mag 44 requires about 250 RPM to fire during cranking Type 8 GM LS1 2 7 Coil On Plug COP Quick Setup Guide e Find TDC cylinder number one 1 compression stroke See Find_TDC on page 20 e Input 350 into the COP Crank Reference input box not the crank Trigger Crank Reference box See Setting the LSI Crank Reference on page 28 e In the Operating Configuration window input 24 into the Pulse Wheels cell for Crankshaft pulses rev See Setting the LS1I Crank Reference on page 28 e Start the engine e Lastly use a timing light to verify that the BigStuff3 Dash timing advance value equals the timing value seen with a timing light at the crank Change the crank reference value in the COP Crank Reference input box not the crank Trigger Crank Reference box in the Operating Configuration table up or down until the Dash va
6. Tite Diameter fin 50 Rev Lip j imi m Pickup Wheels RevL Static Test ai Test Timing deg 20 00 Driveshaft Pulse rev Rev LI tees l Enable Test Timing D Crankshaft Pulse rey TV 2 Step Input Shaft Pulse rev 2 Step RPM Lo fiso Crank reference deg ja Turbo Shaft Pulse rev Sor PePe m Fueling Parameters Prime Time s pe Fan Control Injector Flowrate A ec min eoo Fan On Temp F fi SS Injector Flowrate B cc min 400 Fan Off Temp F 165 3 Enana Sen fel 400 Second Pump On TPS 25 0 A C Anticipate gt fis EGT BE Steps C of On OK Help Close Dynamically Checking Rotor Phase Illustration shows rotor in phase with cap terminal Distributor Cap Terminal To check rotor phasing dynamically the distributor cap will need to be modified so that the position of the rotor tip to the cap terminal can be observed when the engine is running To do this a large hole must be made in a distributor cap near a terminal that can be easily observed To help see the rotor tip mark the top of it with white correction fluid Install the modified distributor cap Connect the timing light inductive lead on the plug wire going to the terminal with the hole near it Set the Static Testing Timing value to the timing value you plan to run at peak power Start the engine and run it at 3 000 RPM Make sure the Dash timing value reads the desired timin
7. 20 Want best rotor phase here Total Degrees Crankshaft 40 Total Degrees Camshaft the reluctor needs to be Conventie Dems adyanced on the distributor shaft for rotor and cap 20 eas ws a i Cam by dividing by 2 terminal to be in phase at peak power Tf the number of degrees that the reluctor needs to be repositioned on the distributor shaft is more than 10 an adjustable rotor may need to be used in conjunction with repositioning the reluctor Hand modifications like adding a pin slot at 20 may also need to be made to the reluctor If hand modifications are required the new pin slot needs to be the same width and depth as the original slot so that the reluctor does not move The following paragraphs explain how to reposition the reluctor on the distributor shaft of a MSD Pro Billet distributor so that cap and rotor are in phase at peak power a gt Start by removing the cam gear at the bottom of the distributor shaft by removing the roll pin with a 1 8 punch Pull the distributor shaft out of the distributor housing Remove the snap ring at just below the reluctor Using a hammer and non destructive punch strike the reluctor circumferentially until it slides down the shaft fully exposing the roll pin used to hold it in place See the photos below Roll pin slot in the distributor shaft Reluctor is located above the snap ring Roll pin slot in phase with the center of the reluctor
8. Injector Flowrate Ato indow for coil edar n ill aa LS itor Fate comin P i Aa fei cal i a fies ug applications on Fan Off Temp F desa EEE 250 pug app y A C Anticipat in the BigComm fis cor eom Operating Parameter IAC Steps C Of G On p g Help Close Configuration as i Window 329 for the Ford Mod Motor Use a timing light to confirm that the value inputted into the Crank Reference in the COP window not the Crank Trigger window exactly matches the value at the crankshaft The spark advance value displayed in the Dash window see below must match the value shown on the crank dampener If they do not match change the value move the number up or down in the Crank Reference window until the value in the Dash window matches the crank dampener value exactly Dash Window 600 1200 1800 2400 3100 3600 Press lt Ctrl gt lt Enter gt keys together to Update Window Fuel Press 0 psi Gross Inj PW 1 8ms Vol Eff 23 4 AFT Corr 0 0 Air Temp 77 2F Scaled Load 28 Act Drv Shaft 5475 RPM Act AFR 15 9 4 AIR Corr 0 0 MAP 70 1kPa Scaled RPM 0x23 4100 4600 5300 6000 RPM Ethanol 0 0 CamCrk Adv 11 0 deg RPM 1900 UEGOR 86 0 TPS 15 5 6800 7300 7700 8100 Act L_AFR 0 0 1 Inj Duty Cycle 3 Des IAC 27 0 CLT Corr 0 0 Coolant 234 1F 8200 8500 LO2 Corr 100 0 Boost 4 5psig S
9. build up while turning the engine over If the cylinder heads are off the engine Use the same process as outlined above except use a dial indicator instead of a piston stop Crank Trigger wheel and sensor assembly Considerations The number of magnets or raised metal studs the crank wheel should have is based on the number cylinders the engine has as shown below 4 Cylinder Engine Example The typical firing order for a 4 cylinder 4 stroke engine is 1 3 4 2 To complete a 4 stroke cycle the crankshaft rotates 720 degrees or two turns The camshaft ignition distributor rotates at half speed or turn for every 360 of crank rotation A four cylinder has 720 4 180 degrees between ignition firings Engine Cylinders Number of Magnets in Magnet Spacing on Crank Crank Wheel Wheel 8 4 90 6 3 120 4 2 180 Some crank trigger assemblies use a crank wheel with steel studs protruding from the wheel As the crankshaft turns the steel studs pass by a stationary magnetic pickup creating a sinusoidal wave which is used to trigger the ignition The potential exists for the magnetic pickup to false trigger Other steel objects like bolts debris and even vibrations can cause magnetic pickups to false trigger False triggers can cause a loss of power and potentially damage the engine i In order to avoid this problem BigStuff3 recommends using a system that has four magnets for a V8 embedded in the trig
10. engine back to the position BTDC cylinder 1 equal to the ignition timing the engine will see at maximum power e Phase the rotor and or reluctor See Rotor_Phasing amp Reluctor_Repositioning on page 23 e Connect the red BigStuff3 wire to the purple black striped MSD distributor wire Connect other Distributor wire to BigStuff3 black wire See Electrical Connections on page 3 e Connect the BigStuff3 points wire white to the MSD ignition box points input e Inthe BigComm Software Operating Configuration set the crank reference setting to 50 See Setting The Crank Reference on page 25 e Start the engine e Using a timing light verify that the BigStuff3 Dash timing advance value is the timing value at the crank Change the crank reference value up or down until the Dash value and the crank value are the same See Dash_Window on page 29 e Dynamically check the rotor phase See Dynamically Checking Rotor Phasing on page 30 When using an IPU distributor the centrifugal advance needs to be Locked Out see below The BigStuff3 ECU will control the timing advance via the spark map configured in the ECU eq Locking Out the Centrifugal Advance east 1 Remove the advance components including the springs c Nie weights and the advance stop bushing from the advance TURN sparr 2SSembly 180 2 Remove the roll pin from the drive gear and remove the gear A lie from the shaft BUSHING WEIGHTS 3 Slide t
11. s red problems exist Note Remember the engine rpm must exceed 2000 rpm before synchronization is attempted in distributor based ECUs So the synchronizer will be red initially below 2000 rpm The individual cylinder timing retard still needs to be verified even though the synchronizer is gray This is just a quick test to see if synchronization is taking place Important For COP ECUs LSx engine using HED sensors the synchronization status is provided immediately during cranking so there is no need to rev the engine to 2000 rpm i Type 6 Using GM s Oil Pump Cam Sync Drive P N 1104068 Used in Conjunction with BigStuff3 s 24 tooth Wheel For standalone Coil on Plug COP systems Quick Setup Guide 1 Find TDC cylinder number one 1 compression stroke See Find TDC on page 20 2 Install the GM cam sync drive at TDC then bump the starter until it engages the oil pump 11 12 drive while applying a light downward pressure Make sure it is fully seated and tighten it down Modify the Bigstuff3 main wire harness Cam connector as described below and connect the harness to the GM cam sync drive See GM_Cam_Sync_Wiring_Mods on page 12 Find the falling edge from the Cam sync drive See GM_Cam_Sync_Falling_Edge on page 15 Roll the crankshaft forward clockwise 10 after the reading taken from the cam falling edge test For example if the cam falling edge occurred at 2 before TDC BTDC roll the crank to
12. tape will help expedite the process If neither is available the following formula can be used to measure the distance on the surface of the balancer that equals 30 Multiply the diameter of the balancer by 3 14 Divide the result by 360 and then multiply by 30 representing the 30 Example based on a 7 balancer 7 x 3 14 21 98 21 98 360 06105 per degree 06105 x 30 1 8316 From the TDC mark on the balancer measure forward clockwise about 1 13 16 and make a mark which will represent 30 BTDC e Next make sure the main wire harness camshaft connector is attached to the stock LS1 camshaft sensor and the main wire harness Switched 12 Volt wire is connected and live The main harness battery connections also must be in place e Attach the Voltmeter s red lead to the main wire harness terminal E3 Signal and the Voltmeter s black lead to the main wire harness terminal J2 Gnd These terminals are attached to wires routed back to the camshaft sensor The easiest way to accomplish this is to insert sewing needles between the Voltmeter s positive and negative alligator clamps and then push them into the aforementioned header connector terminals Also a jumper wire must also be connected from pin J2 to the negative side of the battery This test procedure will not work without this ground strap Note Make sure the probes sewing needles inserted into the E3 and J2 terminals do not touch each other Do
13. the crank value are the same See Dash_Window on page 29 The crank and cam connectors and pigtails from the stock Ford vehicle harness must be used The mating 3 way connector terminals are provided You must connect the crank pigtail blue with black stripe wire to the red wire pin A on the main wire harness marked Mod Crank The other wire goes to pin B on the main wire harness marked Mod Crank and the shield goes to pin C Connect the cam pigtail blue with orange stripe wire Mustang or Dark Green Lightning to the red wire pin A on the main wire harness marked Mod Cam The other wire gray with red Mustang or light blue Lightning goes to pin B on the main wire harness marked Mod Cam If you decide to install a shield connect it to pin C on the main wire harness marked Mod Cam The Override Cam Sync Test box must be checked with the Ford Mod Motors see screen print below Crank Reference windows in the BigComm Operating Parameter Configuration Window Operating Parameter Configuration TPS Crank Tigger J Max TPS for Idle feo Crank reference deg 43 0 351 Ford Mod Motor This value must be set a 36 Clear Flood TPS eoo Inductive Delay uS 13 23 0 Rey Li Static Test Timing heels Revl Static Test Test Timing deg 30 09 Boch zh iDuis 4 Timing Enable Test Timin E g Wa Rev LI Window g rankshaft Fulse rev 36 Ford Mod Motor 2 Ste
14. 8 ATDC Align the 2 wire crank sensor on any one of the teeth on the BigStuff3 24 tooth wheel Connect purple sensor wire to red BS3 harness wire and the green sensor wire to the black BS3 wire See LS1 2 _ Wire _Sensor_Connection for electrical connections if using an LS1 main harness Since we moved the crankshaft 8 after TDC ATDC subtract 8 from 360 360 8 352 and input 352 into the COP Crank Reference input box not the crank Trigger Crank Reference box Setting the LSI Crank Reference on page 28 In the Operating Configuration window input 24 into the Pulse Wheels cell for Crankshaft pulses rev See Setting the LSI Crank Reference on page 28 Start the engine Use the CamCrkAdv window in the Dash to adjust the crank sensor so that the value displayed in the CamCrkAdv window is 10 Tighten the crank sensor See CamCrkAdv on page 27 With the engine still running verify that the BigStuff3 Dash timing advance value equals the timing value seen with a timing light at the crank Change the crank reference value in the COP Crank Reference input box not the crank Trigger Crank Reference box in the Operating Configuration table up or down until the Dash value and the crank value are the same See Dash_Window on page 29 Lastly you will want to verify cam synchronization See Verifying Synchronization on page The following section will explain more specifica
15. The steps necessary to modify the LS1 main wire harness to accept the two wire sensor are outlined below Note Before proceeding make sure that the BigStuff3 main wire harness is disconnected from the battery As shown below the LS1 crank sensor connector has three wires Only the blue white and yellow black wires are going to be used to install the two wire magnetic sensor The red wire will not be used It has a constant 12 Volts being supplied to it and therefore must be cut taped and shrink wrapped 3M has sells a heat shrink material EPS 300 with an adhesive lining that BS3 highly recommends Electrical Terminations e The purple sensor wire needs to connect to the BigStuff3 blue white wire in the LS1 main wire harness e The green sensor wire needs to connect to the BigStuff3 ye ow black wire in the LS1 main wire harness e The BigStuff3 ye low black wire in the LS1 main wire harness needs to be moved from header connector location J3 to header connector location A3 Connect the blue white wire to the purple sensor wire Connect the yellow black wire to the green sensor wire Also move this wire from header location J2 to header location A3 The red wire is not used It must be cut taped and shrink wrapped i GEN3 ECU Ignition Settings for GM Cam Sync Drive When using the GM Cam Sync drive and a BigStuff3 24 tooth wheel the Factory or Dealer Ignition Configuration must be a
16. after the cam signal PRINT_OO ee Print Setting the Crank Reference for Coil 0n Plug Engines not for distributor based engines With COP systems the crank reference values will be from about 330 to 370 For example since the crankshaft balancer was moved 10 after TDC ATDC subtract 10 from 360 360 10 350 and input 350 into the Crank Reference input box as shown below If the crankshaft balancer was moved 10 before TDC ATDC add 10 to 360 360 10 370 and input 370 into the Crank Reference input box The value for the Ford Mod Motors is typically about 329 X Operating Parameter Configuration lel Re TPS Max TPS for Idle Clear Flood TPS COP Engines For the LS1 COP engine the value must be 24 For the LS2 and LS7 COP engines the value must be 58 The Ford Mod Motor COP engine the value must be 36 Drivetrain Rear Gear Ratio n 1 244 Tire Diameter fin 50 B Test Timir Pickup Wheels Rev Limi Rev Limit On RPM e300 Rev Limit Off RPM jet oo 2 Step RPM Hi 3000 Test Timing deg Driveshaft Pulse rev faa Enable Test Timing Tankshaft Pulse rev 24 lt Input Shaft Pulse rev 31 Crank reference deg Override Cam Sync Test 2 Step RPM Lo Turbo Shaft Pulse rev Crank Reference Fuel Pump ji Prime Time s ps ine fes
17. back to 50 BTDC See Measuring Distances_on_the_Dampener on page 20 e Install the crank trigger Line up the sensor with the magnet make sure the arrows on the crank trigger wheel are going on the correct direction See Crank_Trigger_Considerations on page 21 e Connect the crank trigger green wire to the BigStuff3 red wire Connect the other crank trigger wire to BigStuff3 black wire e Roll the engine back to 70 BTDC cylinder number compression e Install the distributor and make sure it is fully seated by bumping the starter until it engages the oil pump drive while applying a light downward pressure e Line up the reluctor that is closest to the pole piece and mark it with permanent marker Remove the seven other reluctors See Removing Reluctors on page 6 e Re install the modified distributor making sure the remaining reluctor is aligned with pole piece e Tighten down the distributor e Roll the engine back to the position BTDC cylinder 1 equal to the ignition timing the engine will see at maximum power e Phase the rotor and or reluctor See Rotor_Phasing amp Reluctor_Repositioning on page 23 e Connect the red BigStuff3 wire to the violet black striped MSD distributor wire Connect other Distributor wire to BigStuff3 black wire See Type_2_Electrical_Connectionson page 6 e Connect the BigStuff3 points wire white to the MSD ignition box points input e Inthe BigComm Software Operating Configuration set the crank r
18. before the crank signal Contact BigStuff3 for further assistance For distributor based engines move the cam sync drive or the crank trigger sensor so that the cam pulse occurs before the crank pulse Note The individual cylinder timing retard still needs to be verified even though the synchronizer is gray This is just a quick test to see if synchronization is taking place See Verifying Synchronization on page 11 Cam Sync Error Flag Note The cam sync signal must never occur at the same time as the crank trigger signal If this occurs e g due to belt stretch or cam sensor misplacement the ECU can record this in the Replay data log and will set the Cam_Sync error flag see BigComm Replay in GEN3 User s Manual Once the Cam_Sync error is set the individual cylinder timing corrections could jump to the wrong cylinder causing engine misfire If a Cam_Sync error flag is set the cam and or crank sensors need to be adjusted so that the cam signal occurs before the crank signal MSD8 Pull up Resistor with BigStuff3 GEN3 System 900 Ohm 850 Ohm min 125 Watt 2 Watt max pull up resistor BS3 Points wire from Main wire harness How to Connect the BS3 Two 2 Wire Magnetic Sensor to the BS3 LS1 Main Wire Harness The LS1 main wire harness was designed to interface with the stock three wire Hall Effect Device HED sensor BigStuff3 s 24 tooth wheel and sensor kit uses a two 2 magnetic sensor
19. butor MSD P N 2340 with a Crank Trigger Setup Quick Setup Guide e Find TDC cylinder number one 1 compression stroke See Find_TDC on page 20 e Roll the engine back to 50 BTDC e Install the crank trigger Line up the sensor with the magnet See Crank_Trigger_Considerations on page 21 e Roll the engine back to 70 BTDC cylinder number 1 compression e Install the distributor then bump the starter until it engages the oil pump drive while applying a light downward pressure Make sure it is fully seated e Line up the magnet with the pole piece inside the distributor with the pickup e Tighten down the distributor e Roll the engine back to the position BTDC cylinder 1 equal to the max power timing e Phase the rotor and or reluctor Connect the red BigStuff3 wire to green distributor wire Connect other Distributor wire to BigStuff3 black wire Connect the BigStuff3 points wire white to the MSD ignition box points input In the BigComm Software Operating Configuration set the crank reference setting to 50 Start the engine See Setting The Crank Reference on page 25 Use the CamCrkAdv window in the Dash to adjust the cam sync to 15 20 This is the number of crank shaft degrees that the cam sync pulse occurs before the crank pulse Loosen and adjust the cam sync modified distributor until the cam sync occurs at least 15 20 before the crank Re tighten the cam sync modified distributor CamCrkA
20. dv on page 27 e Lastly with the engine still running verify that the BigStuff3 Dash timing advance value equals the timing value seen with a timing light at the crank Change the crank reference value in the Crank Trigger window in the Operating Configuration table up or down until the Dash value and the crank value are the same See Dash_ Window on page 29 ei MSD Cam Sync Drive Shown below is MSD s cam sync distributor part number 2340 Inductive pick up sensor Installing the Cam Sync Distributor The cam sync signal needs to occur 10 20 before the Crank Reference angle see Setting The Crank Reference on page 25 For example if the Crank Reference angle is set to 45 BTDC number cylinder compression stroke the cam sync should be installed between 55 and 65 BTDC Start by rotating the engine to the desired cam sync position 55 65 BTDC 1 Comp Next remove the distributor cap and rotor While aligning the magnet with the Inductive Pick Up IPU sensor drop it into the engine Note Install the Cam Sync Distributor making sure that it is installed in the engine in an orientation that allows the plug wires to be easily routed to their respective cylinders and that the leads wires from the pickup can be easily connected to the main wire harness Make sure the distributor is seated fully Bump the engine to engage the oil pump drive Once fu
21. each ignition system setup Detailed explanations of some of the steps outlined in the Quick Setup Guide are provided at the end of this tutorial in a section titled Specific Details and in other locations throughout this tutorial Hyperlinks and page numbers are provided in the Quick Setup Guide sections to assist in quickly locating the detailed information BigStuff3 s GEN3 ECU uses a Delay back Ignition Control Strategy Many competitive systems use a feed forward ignition strategy where the ECU has to forecast or predict the next timing event 90 before it will occur The ECU predicts the next timing event based on a constant engine speed assumption If there is a transient event and the engine accelerates or decelerates the ECU s timing forecast or prediction becomes inaccurate resulting in retarded or advanced timing BigStuff3 employs a delay back strategy where the ignition timing forecast or prediction occurs within several degrees of the actual Crank Reference signal thus significantly reducing timing fluctuations during transient events The difference may not seem significant but it can result in timing inaccuracies during conditions when accurate timing is critical ee Type 1 Stand alone Distributor no cam sync signal or crank trigger used Stand Alone Distributor Overview A stand alone IPU distributor can be used with the GEN3 Pro SEFI system for sequential fuel a
22. eference setting to 50 See Setting The Crank Reference on page 25 e Start the engine e Use the CamCrkAdv window in the Dash to adjust the cam sync to 15 20 This is the number of crank shaft degrees that the cam sync pulse occurs before the crank pulse Loosen and adjust the cam sync modified distributor until the cam sync occurs at least 15 20 before the crank Re tighten the cam sync modified distributor See CamCrkAdv on page 27 e Lastly with the engine still running verify that the BigStuff3 Dash timing advance value equals the timing value seen with a timing light at the crank Change the crank reference ei value in the Crank Trigger window in the Operating Configuration table up or down until the Dash value and the crank value are the same See Setting The Crank Reference on page 25 e Dynamically check the rotor phase See Dynamically Checking Rotor Phasing on page 30 e Lastly you will want to verify cam synchronization See Verifying Synchronization on page 11 Modifying an Existing Distributor to Create a CAM Sync Signal If you already have an IPU distributor the possibility exists to modify it so that it can be used to provide the cam sync signal If the distributor has reluctor tabs interrupts for each cylinder 7 of the 8 reluctor tabs for a V8 can be removed to create a cam sync distributor Please carefully read this section before removing the reluctor tab
23. er compression is determined Next rotate the engine back the number of degrees BTDC equal to the maximum timing advance the engine will run at plus 5 For example rotate the engine back 45 max timing advance of engine plus 5 or 50 Before Top Dead Center BTDC number 1 cylinder compression Next mount the wheel bracket and sensor assembly so that the crank wheel magnet and sensor are aligned or in phase The air gap between the sensor tip and face of the crank wheel should be between 050 075 The crank trigger 2 wire connector must be changed to the 2 way black male Metripack connector included in IPU kits Crimp the seals and female terminals on with the correct crimping tool Use Packard crimper PN 12014254 or MSD s Pro Crimp Tool PN 35051 with Weathertight Dies PN 3509 i Rotor Phasing Rotor phasing is important for regular OE ignition systems but it is vital for high energy ignition systems where the spark has to jump or arc from the rotor tip to the distributor cap terminal MSD distributors are designed with the rotor in phase or aligned with the reluctor to work with their ignition systems e g 6A box With Bigstuff3 s delay back ignition control strategy having the rotor in phase with the reluctor will not allow the rotor to be in phase with the distributor cap terminal when peak power is being made This out of phase condition causes the spark to jump back from the tip of the ro
24. f the balancer by 3 14 Divide the result by 360 and then multiply by 30 representing the 30 Example based on a 7 balancer 7 x 3 14 21 98 21 98 360 06105 per degree 06105 x 30 1 8316 From the TDC mark on the balancer measure forward clockwise about 1 13 16 and make a mark which will represent 30 BTDC Make sure the main wire harness camshaft connector is attached to the stock LS1 camshaft sensor and the main wire harness Switched 12 Volt wire is connected and live The main harness battery connections also must be in place Attach the Voltmeter s red lead to the main wire harness terminal E3 Signal and the Voltmeter s black lead to the main wire harness terminal J2 Gnd These terminals are attached to wires routed back to the camshaft sensor The easiest way to accomplish this is to insert sewing needles between the Voltmeter s positive and negative alligator clamps and then push them into the aforementioned header connector terminals Also a jumper wire must also be connected from pin J2 to the negative side of the battery This test procedure will not work without this ground strap Note Make sure the probes sewing needles inserted into the E3 and J2 terminals do not touch each other Doing so will damage the main wire harness Note It is important to use probes with tapered tips like sewing needles rather than blunt tipped probes like paper clips to avoid damaging the main harness
25. ff3 wire to green crank trigger wire Connect other crank trigger wire to BigStuff3 black wire e Roll the engine back to the position BTDC cylinder 1 equal to the max power timing ei i e Install the distributor then bump the starter until it engages the oil pump drive while applying a light downward pressure Once the oil pump drive is engaged rotate the engine back to the timing mark on the dampener that will represent the maximum timing the engine will see at full power Turn the base of the distributor so that the distributor cap terminal for cylinder number 1 is aligned with the rotor in this position Tighten the distributor down e Connect the BigStuff3 points wire white to the MSD ignition box points input e Inthe BigComm Software Operating Configuration set the crank reference setting to 50 See Setting The Crank Reference on page 25 e Start the engine with the engine still running verify that the BigStuff3 Dash timing advance value equals the timing value seen with a timing light at the crank Change the crank reference value in the Crank Trigger window in the Operating Configuration table up or down until the Dash value and the crank value are the same See Dash_Window on page 29 e Dynamically check the rotor phase See Dynamically Checking Rotor_Phasing on page 30 e Lastly you will want to verify cam synchronization See Verifying Synchronization on page 11 Type 4 IPU Cam Sync Distri
26. g for maximum power Shine the timing light into the hole in the cap The light from the timing light should show the rotor tip is in phase with the cap terminal at the timing value for peak power Most timing lights have somewhere around a degree of propagation delay so keep that in mind when looking at the tip B A L Cam Sync Diagnostic Feature The B A L feature can be used to verify that the cam sync pulse is occurring before and not at the same time as the crank sync pulse To activate this diagnostic feature type the letters B A L simultaneously while communicating with the GEN3 ECU A small box will appear near the tool bar in the upper right corner of the BigComm software screen With distributor based applications ECU configured for a distributor the engine rpm must exceed 2000 rpm before synchronization is attempted so the synchronizer will remain red below 2000 rpm i With COP engines using HED cam and crank sensors like the GM LSx engines the synchronization status is provided immediately during cranking so there is no need to rev the engine to 2000 rpm If the synchronizer ball is gray and is rotating eccentrically within the box the cam signal is occurring before the crank signal However if the ball turns red a problem exists since the cam signal is occurring at the same time as the crank signal To alleviate this problem the cam sync sensor needs to be replaced or modified so that the cam sync pulse occurs
27. ger wheel As the magnets pass by a stationary non magnetic pickup a sine wave is created which is used to trigger the ignition The magnet in the wheel design produces a more accurate trigger signal and will not create a false trigger like magnetic pickups have to potential to do MSD s Flying Magnet Crank Trigger system is an example of a magnet in wheel design preferred by BigStuff3 Embedded magnets The MSD Flying Magnet wheel and sensor assembly has a two piece mounting bracket used to secure the non magnetic pickup that in most cases will work on either the passenger side or driver s side of the engine The aluminum bracket is slotted to provide a wide range of timing adjustability to ensure the assembly can be set at between 45 50 BTDC without further modifications Note It is important that the pickup being used is compatible with crank wheel If the crank wheel has non magnetic studs a magnetic pickup needs to be used If the crank wheel has magnets a non magnetic pickup needs to be used Do not use a magnetic sensor with a crank wheel that has magnets Also do not use a non magnetic pickup with a crank wheel that has steel ferrous metal studs Lastly make sure the arrows on the crank trigger wheel are going on the correct direction Crank Trigger Set up The easiest way to mount the bracket and non magnetic pick up assembly is to rotate the crankshaft clockwise until Top Dead Center TDC number 1 cylind
28. hasing controlling the point BTDC when the fuel is injected into the cylinder and individual cylinder timing control With both of the All In One IPU distributors PNs 2345 amp 2382 you will need to change the reluctors to get good rotor phase for most applications See Reluctor_Repositioning on page 23 i The MSD All In One Distributor 2 wire connector wires from the blue pole piece must be changed to the 2 way black male Metripack connector included in IPU kits Crimp the seals and female terminals on with the correct crimping tool Use Packard crimper PN 12014254 or MSD s Pro Crimp Tool PN 35051 with Weathertight Dies PN 3509 Install the All In One Distributor violet black wire into cavity A of the black Metripack connector and plug it into the 2 wire black connector labeled Crank on the BigStuff3 harness The MSD All In One Distributor 2 wire connector green and purple wires must be changed to the 2 way gray male Metripack connector included in IPU kits Crimp the seals and female terminals on with the correct crimping tool Install the MSD All In One Distributor green wire into cavity A of the gray Metripack connector and plug it into the 2 wire gray connector labeled Cam on the BigStuff3 harness The green MSD wire needs to connect to the red BigStuff3 wire How to adjust the cam sync signal In order to adjust the cam sync signal loosen the 2 screws in the retaining collar The col
29. he magnet if there is not enough material to encapsulate the magnet in the new position Note The cam sync signal must never occur at the same time as the crank trigger signal If this occurs the ECU will set the Cam_Sync error flag You can record this in the Replay datalog Once the Cam_Sync error is set the individual cylinder timing corrections could jump to the wrong cylinder causing engine misfire The MSD IPU Cam Sync Distributor 2 wire distributor connector must be changed to the 2 way gray male Metripack connector included in IPU kits Crimp the seals and female terminals on with the correct crimping tool Use Packard crimper PN 12014254 or MSD s Pro Crimp Tool PN 35051 with Weathertight Dies PN 3509 Install the MSD IPU Cam Sync Distributor green wire into cavity A of the gray Metripack connector and plug it into the 2 wire gray connector labeled Cam on the BigStuff3 harness The BigStuff3 red wire must connect to the MSD green wire HED Cam Sync Transducer BigStuff can also supply a Hall Effect transducer HED and magnet for DIY cam sync pulses PN JMI 007 013 See picture below The HED output is ideal for near zero speed sensing applications It can be used to provide the cam sync pulse to adapt Coil on Plug ignition systems to virtually any application It may also be used in place of the 2 wire pickup on MSD All In One Distributors PN 2345 amp 2382 Type 5 All in One Crank and Cam Sync Distributor
30. he seals and female terminals on with the correct crimping tool Use Packard crimper PN 12014254 or MSD s Pro Crimp Tool PN 35051 with Weathertight Dies PN 3509 Install the MSD distributor violet black wire into cavity A of the black Metripack connector and plug the other wire from the MSD distributor into cavity B of the black Metripack connector The red BigStuff3 wire needs to be connected to the violet black striped MSD distributor wire Next plug the connector from the distributor into the 2 wire black connector labeled Crank on the BigStuff3 harness eq Type 2 Modified distributor to serve as the cam sync to be used with a crank trigger setup The cam sync drive provides a signal every 360 of cam rotation that allows for cylinder fuel phasing controlling the point BTDC when the fuel is injected into the cylinder and individual cylinder timing control The cam sync signal references the start of an injection or ignition firing sequence and needs to occur 10 20 before the crank signal The cam sync signal informs the ECU of the position of the number 1 cylinder After the cam sync signal the next input received by the ECU is the crank signal from the crank trigger Quick Setup Guide e If applicable lock out the centrifugal advance See Locking Out_the_Cent_Advance on page 3 e Find TDC cylinder number one 1 compression stroke See Find_TDC on page 20 e Roll the engine
31. he shaft two inches out of the housing 2 EACH 4 Rotate the shaft 180 and insert the advance stop bushing pin into the small hole on the advance plate see illustration below 5 Install the locknut and washer to the advance stop bushing pin This locks the advance in place Do not over tighten 6 Install the drive gear and roll pin Installing the IPU Distributor Rotate the engine so that the number 1 cylinder is Top Dead Center TDC compression stroke Then rotate the engine back or Before TDC BTDC the number of crankshaft degrees equal to the maximum timing advance the engine will run at plus 5 Keeping with the example from above assume the maximum advance you plan to run is 45 high speed light load add 5 to this number So rotate the engine to 50 BTDC 1 compression Drop the distributor into the engine then bump the starter until it engages the oil pump drive while applying a light downward pressure Once the oil pump drive is engaged rotate the engine back to 50 BTDC 1 compression Turn the base of the distributor so that the center of the reluctor aligns with the distributor pole piece MSD distributors use a BLUE magnetic assembly pole piece with the 2 wires running out of it Once aligned tighten down the distributor reinstall the cap and wires Electrical Connections The MSD distributor 2 wire connector must be changed to the 2 way black male Metripack connector included with IPU kits Crimp t
32. header connector terminals Rotate the crankshaft back to 30 BTDC position and the voltmeter attached to the E3 and J2 terminals the voltmeter should read 12 Volts the Switched 12 Volt wire on the main harness must be is connected and live Very slowly rotate the crankshaft clockwise towards TDC As soon as the voltmeter reading drops to zero Volts or very close to zero Volts stop rotating the crankshaft Make note write it down of the reading from the crankshaft degree wheel Use this value in calculations shown in bullet 7 on page 12 GM_Sync_Cam_Value_Input Type 7 MSD Mag44 Magneto Quick Setup Guide e Find TDC cylinder number one 1 compression stroke See Find_TDC on page 20 e Roll the engine back to 50 BTDC e Install the crank trigger Line up the sensor with the magnet See Crank_Trigger_Considerations on page 21 e Roll the engine forward to the position BTDC cylinder 1 equal to the max power timing e Phase the rotor and or reluctor e Connect the red BigStuff3 wire to green crank trigger wire Connect other crank trigger wire to BigStuff3 black wire e Connect the BigStuff3 points wire white to the MSD Pro Mag violet wire ignition box points input e Inthe BigComm Software Operating Configuration set the crank reference setting to 50 e The ignition timing during cranking must be set to 25 Go into the spark map and make sure all the cells used during engine cranking are set to 25
33. i For example with the Crank Reference set to 50 BTDC the rotor needs to be retarded by 30 crankshaft degrees to achieve good rotor phase for a desired advance of 20 The table below outlines how this number was derived Reluctor Repositioning Calculations Normally Aspirated Engine BTDC Maximum Timing Advance Engine will See high speed o i 45 light load Plus 5 timing advance buffer for ECU 5 Equals Crank Reference angle Value Inputted Into E 50 BigComm Software Cam Sync and Crank Angle Cam Sync Degrees Need Before Crank Reference 15 position cannot be the same or the engine will not run Equals Cam Sync signal Position 65 Less Total Timing Advance Engine Will Operate under at 38 Want best rotor phase here Peak Power Equals Total Degrees Crankshaft 2i Total Degrees Camshaft the reluctor needs to be Convert Craik Dares advanced on the distributor shaft for rotor and cap 14 Cam by dividing by 2 terminal to be in phase at peak power y 80y Boosted Engine Maximum Timing Advance Engine will See 40 Plus 5 timing advance buffer for ECU 5 Equals Crank Reference angle Value Inputted Into 7 45 BigComm Software Cam Sync and Crank Angle Cam Sync Degrees Needed Before Crank Reference 15 position cannot be the same or the engine will not run Cam Sync signal Position 60 Less Total Timing Advance Engine Operate at
34. ing so will damage the main wire harness Note It is important to use probes with tapered tips like sewing needles rather than blunt tipped probes like paper clips to avoid damaging the main harness header connector terminals i Rotate the crankshaft back to 30 BTDC position and the voltmeter attached to the E3 and J2 terminals the voltmeter should read 12 Volts the Switched 12 Volt wire on the main harness must be is connected and live Very slowly rotate the crankshaft clockwise towards TDC As soon as the voltmeter reading drops to zero Volts or very close to zero Volts stop rotating the crankshaft Next make sure the main wire harness crankshaft connector is attached to the stock LS1 crankshaft sensor and the main wire harness Switched 12 Volt wire is connected and live Attach the Voltmeter s red lead to the main wire harness terminal J3 Signal Leave the Voltmeter s black lead inserted into the main wire harness header connector terminal J2 Gnd These terminals are attached to wires routed back to the crankshaft sensor A jumper wire must also be connected from pin J2 to the negative side of the battery This test procedure will not work without this ground strap Again make sure the probes sewing needles inserted into the J3 and J2 terminals do not touch each other Doing so will damage the main wire harness The voltmeter should read 12 Volts Very slowly rotate the crankshaft clockwise A
35. itions setups outlined in this tutorial assume the Top Dead Center TDC position on the dampener equals true TDC for cylinder number 1 compression stroke This assumption could be robbing you of power or worse so the best approach is to verify TDC and you ll be assured to get the most of your engine Finding TDC TDC is the point at which the piston in cylinder 1 reaches its uppermost position in the cylinder Ignition timing is usually expressed as degrees before top dead center BTDC or after top dead center ATDC A timing mark on the crankshaft dampener corresponds to the top dead center position of the number one cylinder compression stroke It is important that TDC is verified A simple process for verifying TDC for number one 1 cylinder compression is outlined in the paragraphs below Finding TDC when the cylinder heads are on the engine One way to find Top Dead Center TDC is to use a piston stop and a degree wheel Make sure that the piston is down in the cylinder and then thread the piston stop into the 1 spark plug hole Note If your engine does not have a rigid pointer already mounted near the dampener now is the best time to fabricate a permanent pointer A permanent pointer will need to be fabricated for this procedure and to be able to continue to verify the timing in the future A crankshaft degree wheel or a balancer with timing marks on it or a timing tape is required for this procedure Using a Degree Wheel Secu
36. lar should slide easily if the screws are loose enough Add to the Dash the variable called CamCrkAdv see CamCrkAdv on page 27 This variable displays in real time the relationship between the cam sync pulse and the first crank pulse The reading is in degrees adjust it to read between 10 20 once the engine is running Note In order for the value to move off of 0 the engine rpm must exceed 2000 rpm This is the rpm above which the ECU tries to synchronize If the reading stays at 0 degrees continuously regardless of the rpm the cam sync pulse is not making it to the ECU Check the wires for any disconnects shorts Because the cam sync window is so wide it is possible that the synchronization could be occurring on the wrong cylinder Verifying Cam Synchronization To verify that the cam sync is correct go to the main BigComm tool bar Under Individual Cylinder go to Individual Spark In the table retard the timing for Cyl 1 by 10 with the timing light verify the timing retards for Cyl 1 by 10 If not slide the cam sensor the other direction until it again reads between 10 20 If the timing now retards the system is synchronized and no Cam_Sync errors should occur You can also type the letters B A L simultaneously and a real time display of the synchronization status will appear in the upper right toolbar If the synchronizer is gray and is rotating eccentrically everything is alright However if it
37. lly how to install a camshaft synchronizer cam sync and how to set it up for use with BigStuff3 s GEN3 COP Sequential Electronic Fuel System SEFI system Using GM s Cam Sync Drive The BigStuff3 LS1 Cam connector will not plug directly into the GM Cam synch drive The connectors look similar but they are different The terminal pin letters A B amp C on the two connectors are in opposite order so the BigStuff3 LS1 Cam connector not the terminals so don t cut the wires will need to be removed from the harness and the connector identified below will need to be installed i The table below shows the position the BigStuff3 Cam wires need to occupy in the new connector housing positions A B amp C The new connector housing has the A B amp C terminal locations molded into the housing GM Cam Synch Drive BS3 LS1 CAM Connector Pin Function Pin A Pink black stripe wire Ground Pin B Brown white stripe wire Signal Pin C Red wire 12V The Delphi tool required to remove the terminal pins from the BigStuff3 Cam housing is also shown below Delphi terminal removal tool P N 12094429 can be purchased for about 10 from this website link http www lsxtune com shop product_info php products_id 1080 Secondary lock white in color Steps to remove the BigStuff3_Cam connector from the Main Wire Harness First remove the secondary lock white plastic part on the back of the connector from
38. lly seated rotate the engine back to the desired cam sync position 55 65 BTDC then realign the magnet with the Inductive Pick Up IPU sensor and tighten the base down Magnet carrier Rotor attaches to this piece f Next yov ll need to check verify your rotor phase Rotate the engine now to the timing desired for max power 20 for boosted engines note where the rotor is in relation to the distributor cap terminal It should be directly across If not use an MSD adjustable rotor or if space allows an MSD Cap a Dapt to correct the rotor phase If space does not allow for a Cap a Dapt or the adjustable rotor did not provide adequate phasing you will need to reposition the magnet in the magnet carrier as described below ei Repositioning the Magnet You may have to reposition the magnet in the magnet carrier if the rotor phase is unacceptable for the desired timing at peak power Next rotate the engine back to the 10 20 before the Crank Reference 55 65 BTDC Once there remove the magnet carrier and note the position of the Inductive Pick Up IPU sensor and mark the magnet carrier where the IPU aligns Remove the magnet carrier by loosening the center flush mount cap screw Next drill and re epoxy the magnet into the carrier at the new marked location Important Make sure the magnet is reinstalled in the correct direction Note the Inductive Pick Up IPU sensor may have to be moved instead of t
39. lue and the crank value are the same See Dash_Window on page 29 If the engine does not start change the COP Crank Reference input to 360 Try to start the engine If it does not start input the COP Crank Reference input to 370 If it still does not start there is a relationship problem between the cam and crank signals The cam signal is occurring at the same time 16 as the crank signal To confirm this type the letters B A L simultaneously see B_A_L on page 30 Make sure the PC is communicating with the GEN3 ECU A small box will appear near the tool bar in the upper right corner of the BigComm software screen If the synchronizer ball is gray and is rotating eccentrically within the box the cam signal is occurring before the crank signal If the ball turns red a problem exists since the cam signal is occurring at the same time as the crank signal To alleviate this problem the cam sync sensor needs to be replaced or modified so that the cam sync pulse occurs before the crank signal Call BigStuff3 for further assistance if the ball remains red Setting the COP Crank Reference Setting LS1 To find the Cam and Crank Falling Edges the 1 crank falling edge after the cam falling edge a voltmeter and a jumper wire are required A crankshaft degree wheel is also recommended The following outlines the process e Roll the crankshaft back 30 Before Top Dead Center BTDC A crankshaft degree wheel or balancer timing
40. nd spark control Individual Cylinder fuel control can be implemented using the Individual Cylinder Fuel correction table in the BigComm software but a standalone IPU distributor is not setup to supply a camshaft synchronization sync signal to the ECU Without the cam sync signal every 360 of cam rotation there will be no way to take advantage of fuel phasing controlling the point BTDC when the fuel is injected into the cylinder or individual cylinder timing control However the injectors will fire sequentially once per induction cycle allowing the pulse width to be doubled compared to a Bank to Bank B2B system which fires the injector twice per cylinder per induction cycle 2 revs The bigger idle pulse width roughly double the B2B accomplishes better stroke to stroke repeatability of the injector resulting in better idle quality with high flow injectors Quick Setup Guide e Lock out the centrifugal advance See Locking Out_the Cent_Advance on page 3 e Find TDC cylinder number one 1 compression stroke See Find_TDC on page 20 e Roll the engine back to 50 BTDC number 1 compression Measuring Distances_on_the Dampener on page 20 e Install the distributor Make sure it is fully seated by bumping the starter until it engages the oil pump drive while applying a light downward pressure e Line one of the reluctors up with the pole piece inside the distributor e Tighten down the distributor e Roll the
41. nd pole piece are said to be in phase when they are perfectly aligned ei Removing Reluctors Use a permanent black marker and clearly identify mark the reluctor that is lined up or in phase with the sensor pole piece Remove the distributor and remove the reluctors that were not marked making sure that the reluctor that was identified marked is not removed The residual metal that was once a reluctor tab needs to be completely removed from the reluctor ring to avoid false triggering If the magnetic pickup unintentionally senses any of the residual reluctor material a false signal could result with undesired consequences Reinstall the modified distributor back into the engine Make sure the distributor is seated fully Bump the engine if need be to engage the oil pump drive Once fully seated rotate the engine back to the 10 20 degrees before the Crank Reference value this could be up to 70 BTDC with a 50 Crank Reference Align the single reluctor tab with the center of the pole piece now tighten down the base of the distributor Next you ll need to check verify your rotor phase Rotate the engine now to the timing desired for max power note where the rotor is in relation to the distributor cap terminal It should be directly across If not and space allows use MSD s adjustable rotor or Cap a Dapt to correct the rotor phase If space does not allow for a Cap a Dapt then you ll need to modif
42. onnector assembly required for BigStuff3 Harness to Cam Synch drive interface The kit outlined below is available from BigStuff3 Quantity Part Number Description 1 12110293 Packard 3 way Male connector 3 12048074 Packard Terminal 3 12048086 Packard Cable Seal 1 12052845 Packard Secondary Lock Installing the Cam Sync Drive To realize the full benefits of the GEN3 s precise timing and individual cylinder fuel control Top Dead Center TDC for cylinder 1 compression stroke needs to be determined and marked on the dampener Rotate the engine to TDC number 1 cylinder compression stroke Install the cam sync drive so that the gears on the drive and cam are engaged and the connector can be easily installed While applying pressure on the cam sync drive turn the engine over until it fully engages with the cam shaft Tighten the cam sync drive clamp securely Make the electrical connections to the cam sync drive a gt Find GM Cam Sync Falling Edge To find the Cam Falling Edge a voltmeter and a jumper wire are required A crankshaft degree wheel is also recommended The following outlines the process Roll the crankshaft back 30 Before Top Dead Center BTDC A crankshaft degree wheel or balancer timing tape will help expedite the process If neither is available the following formula can be used to measure the distance on the surface of the balancer that equals 30 Multiply the diameter o
43. p COP 3 Start with 329 here 2 Step RPM Lo 5800 Crank reference deg 329 urbo Shalt Pulse rev 1 ee Aare cap Fueling Parameters Ford Mod Motor Prime Time s Bo Fan Contro Injector Flowrate A cc min 1600 This box must be checked Second Pump On TPS Boo renoneme E eos Injector Flowrate B cc min fo Fan Off Temp F 1653 Engine Size fin 500 A C Anticipate ps pE O iers C Ott G On ox Heb l Make sure the UEGOR signal is in the Dash see Dash_Windowon page 29 It is used to detect the 36 1 missing tooth on the crank trigger wheel For Ford Mod Motors it must read 28 If it is something i other than this number then there is a synchronization problem between the cam and crank The cam sensor may need to be moved to correct the cam sync problem Specific Details Measuring Distances on the Surface of a Dampener The following formula can be used to measure the distance on the radial face of the balancer In this example 10 BTDC is being calculated Accurately measure the diameter of the dampener then multiply the diameter by 3 14 Divide the result by 360 and then multiply by 30 representing the 10 Example based on a 7 balancer 7 x 3 14 21 98 21 98 360 06105 per degree 06105 x 10 6105 From the TDC mark on the balancer measure forward clockwise about 5 8 and make a mark this will represent 10 BTDC Do it Right Find TDC All the ign
44. pk Adv 36 0 deg 02 Corr U U Vbat 13 3V Test Timing Feature Bigstuff3 has also added a Static Test Timing feature that allows the end user to enter a value to adjust the Crank Reference quickly It is located in the Operating Configuration next to the Crank Reference parameters see below Using this feature eliminates the need to enter a fixed value s into the timing map Usually the Test Timing calibration value is set to 30 The enable button directly below the calibration value must be checked to invoke this feature Once enabled the user can adjust the Crank Reference value up or down to ensure that the Dash spark advance value Spk_Adv in the Dash equals 30 at the crankshaft on the dampener A timing light must be used to verify this This feature can also be enabled as a quick way to verify the rotor phase at peak horsepower timing Enter the timing value for peak horsepower instead of the suggested 30 Note Do not forget to uncheck the Static Test Timing box once the test is complete although the Test Timing value is invalid once the TPS exceeds the Clear Flood TPS for safety reasons in case you forget to disable it and during cranking i Operating Parameter Configuration E TPS Crank Trigger Drivetrain Max TPS for Idle Crank reference deg 45 0 Rear Gear Ratio n 1 ZE Clear Flood TPS B00 Inductive Delay uS i3
45. r 0 0 AIR Corr 0 0 RPM 1900 Des IAC 27 0 Spk Adv 36 0 deg Air Temp 77 2F MAP 70 1kPa UEGOR 86 0 CLT Corr 0 0 02 Corr 0 0 Dan Scaled Load O28 Scaled RPM 0 23 TPS 15 5 Coolant 234 1F Vbat 13 3V i Cam Crank Advance CamCrkAdy Will be available for COP applications in March 09 Add to the Dash the variable called CamCrkAdv see below This variable displays in real time the engine is running the relationship between the cam sync pulse and the first crank pulse The reading is in degrees adjust it to read between 10 20 when the engine is running E 9 BB aam Retesh AT MAP KPa 307 600 1200 1800 2400 3100 3600 4100 4600 6300 6000 6800 7300 7700 8100 RPM Press lt Ctrl gt lt Enter gt keys together to Update Window Fuel Press 0 psi Gross Inj PW 1 8ms Act Drv Shaft 5475 RPM Ethanol 0 0 Act L_AFR 0 0 4 LO2 Corr 100 0 Vol Eff 23 4 Act AFR 15 9 1 Inj Duty Cycle 3 Boost 4 5psig AFT Corr 0 0 AIR Corr 0 0 RPM 1900 Des IAC 27 0 Spk Adv 36 0 deg Air Temp 77 2F MAP 70 1kPa UEGOR 86 0 CLT Corr 0 0 02 Corr 0 0 Scaled Load 0x28 Scaled RPM 0x23 TPS 15 5 Coolant 234 1F Vbat 13 3V Below is a screen print from an oscilloscope showing the cam signal occurring 11 before the crank signal a gt 7 vi Agilent Technologies The cam signal occurs 11 before the crank signal The crank signal occurs 11
46. rely fasten the degree wheel to the front of the crankshaft Next fabricate a rigid pointer to point at the front of the degree wheel even though you may have a permanent pointer since the degree wheel diameter may be larger than the dampener up i Using the Degreed Dampener or a Dampener with Timing Tape on it instead of a degree wheel Make sure that the pointer is solidly mounted so that it will not move and that you can see the numbers on the radial face of the dampener TDC Procedure Very slowly and carefully via a breaker bar on the crankshaft bolt rotate the crankshaft until the piston lightly touches the piston stop Write down the number the pointer is indicating on the degree wheel Rotate the crankshaft in the opposite direction again until the piston lightly touches the piston stop Again write down the number the pointer is indicating on the degree wheel TDC will be exactly in between the two numbers that were recorded Remove the piston stop and rotate the engine to the number on the degree wheel now determined to be TDC A new zero point mark needs to be made on the dampener Crane Cams offers positive stops brass in 12mm Part number 99410 1 amp 14mm Part number 99412 1 sizes GM also offers a piston stop Part number 12364087 They are made to screw directly into the cylinder head spark plug hole and are machined from brass to prevent piston damage They incorporate an air bleed hole to prevent compression
47. s follows e Ignition Type COP e Ignition Drive Inductive FYI when COP is selected for Ignition Type the Ignition Drive is also automatically selected e Crank Input Select IPU when using MSD 8505 two 2 wire IPU sensor e Cam Input Select HED e Crank Edge Rising since all IPU sensors are rising edge e Cam Edge Falling for this distributor e CAM HED Pullup 12V e Crank HED Pullup None since an IPU sensor is being used i
48. s from the distributor Note If you decide to modify a distributor to provide the cam sync signal the mechanical advance must also to be locked out See Locking Out_the Cent_Advance or go to page 3 then the section outlining this procedure Noe Far Setting Up the IPU Distributor to be used as the Cam Sync Once the distributor has been locked out the mechanical advance capabilities have been removed it needs to be installed in the engine to determine which reluctors 7 of 8 for a V8 need to be removed to create the cam sync signal The cam sync signal must occur before the Crank signal Start by rotating the crank to 10 20 before the Crank Reference angle described above this could be up to 70 BTDC with a 50 Crank Reference Install the distributor making sure that it is installed in the engine in an orientation that allows the plug wires to be easily routed to their respective cylinders and that the leads wires from the pickup can be easily connected to the main wire harness Note For engines with the distributor mounted in the front an extension jumper will be needed to interface with the Cam connector on the BigStuff3 harness Remove the distributor cap and rotor and align the pickup pole piece with reluctor The distributor may need to be loosened so that the base of the distributor can be moved slightly to ensure an exact alignment between the senor pole piece and reluctor The reluctor a
49. s soon as the voltmeter reading drops to zero Volts or very close to zero Volts stop rotating the crankshaft Take the crankshaft reading If the crankshaft balancer TDC timing mark is after TDC ATDC e g 10 input 350 360 10 350 into the Crank Reference input box If the crankshaft timing mark is before TDC add the value e g 10 to 360 360 10 370 into the Crank Reference input box shown below Type 9 Ford Mod Motor Coil On Plug COP Quick Setup Guide Find TDC cylinder number one 1 compression stroke See Find_TDC on page 20 Input 329 into the COP Crank Reference input box not the crank Trigger Crank Reference box See Mod_Motor_Crank_ Reference on page 19 In the Operating Configuration window input 36 into the Pulse Wheels cell for Crankshaft pulses rev See Mod_Motor_Crank Reference on page 19 Start the engine i e The UEGOR reading in the Dash must read 28 See Dash_Window on page 29 o Note There is a cam sync issue if the UEGOR reading is any number other than 28 The cam sensor will need to be moved until UEGOR reads 28 e Lastly use a timing light to verify that the BigStuff3 Dash timing advance value equals the timing value seen with a timing light at the crank Change the crank reference value in the COP Crank Reference input box not the crank Trigger Crank Reference box in the Operating Configuration table up or down until the Dash value and
50. the connector housing Next insert the Delphi terminal removal tool into the uppermost section of the housing as shown in the photo above While inserting the tool into the pin cavity gently pull on the wire The wire should release without having to aggressively tug on it Next remove all three wires in the same fashion Make sure that the terminal retention tabs very small metal tabs on the back of the terminal pins are raised back up so that they will lock correctly into the new connector housing Failure to raise the terminal retention tabs could result in a failed connection between the connector and the cam sync drive Lane ARA Terminal retention tab must be pulled back to this position after removing it from the BS3 Cam connector housing Next install the terminal pins into the new connector housing per the table above Lastly snap the secondary lock back onto the back of the new connector housing Plug the connector into the cam sync drive The terminal locations A B amp C molded into the new connector housing are in the same order based on the connector tab as is shown below for the Cam Sync drive Pin B Signal to BS3 LS1 Cam Connector Brown Wire Connector locking tab GM s Oil Pump Cam Synch Drive P N 1104068 Pin A Pin C 12V Ground to to BS3 LS1 Cam BS3 LS1 Cam Connector Red Connector Wire Pink Wire Packard C
51. tor to the distributor cap terminal For example at peak power the maximum timing advance a forced induction engine is likely to operate at is 20 BTDC If the rotor is not properly aligned with the distributor cap terminal at 20 of advance the spark will have to jump back or worse it could jump to the wrong distributor cap terminal and cause damage to the engine The easiest solution to this problem is to use a cap and adjustable rotor or MSD s Cap a Dapt kits which adapt a large Ford style cap onto an MSD distributor The best solution is to use MSD s two piece rotor allows the rotor tip to be adjusted so that it can be in alignment or in phase with the cap terminal when peak power is being made The Cap A Dapt kits will install on most MSD Billet and Pro Billet Distributors except the Ford FE PN 8594 MSD s Cap A Dapt Small Diameter Distributors PN 8441 Cap A Dapt Adjustable Rotor PN 8420 Fixed position cap no slots Elongated slots in the rotor allow it to be adjusted or phased with the distributor cap terminals Reluctor Re positioning MSD s adjustable rotor may not provide enough range to successfully phase the rotor or the Cap A Dapt system may not package with your engine configuration The alternative is to use a two piece rotor and reposition the reluctor on the distributor shaft Doing so will ensure that the rotor and cap terminals are aligned at peak power
52. y the reluctor position See Reluctor_Repositioning on page 23 Electrical Connections The MSD distributor 2 wire connector must be changed to the 2 way black male Metripack connector included with IPU kits Crimp the seals and female terminals on with the correct crimping tool Use Packard crimper PN 12014254 or MSD s Pro Crimp Tool PN 35051 with Weathertight Dies PN 3509 Install the MSD distributor violet black wire into cavity A of the black Metripack connector and plug the other wire from the MSD distributor into cavity B of the black Metripack connector The red BigStuff3 wire needs to be connected to the violet black striped MSD distributor wire Next plug the connector from the distributor into the 2 wire black connector labeled Crank on the BigStuff3 harness Type 3 MSD Distributor Used to Only Distribute Spark from an MSD 6A 7A 8 box with a Crank Trigger Using a crank trigger and a CDI ignition module like an MSD 6A a distributor can be setup to just distribute spark when used in conjunction with a crank trigger Quick Setup Guide e Find TDC cylinder number one 1 compression stroke See Find_TDC on page 20 e Roll the engine back to 50 BTDC e Install the crank trigger making sure the arrows on the crank trigger wheel are going on the correct direction See Crank_Trigger_ Considerations on page 21 e Line up the crank trigger sensor with the magnet in the wheel Connect the red BigStu

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