Nudgedidit

Excellent, thank you, that worked perfectly. the COP upgrade has made a world of difference, no missing, runs much more smoothly. Seems like a different engine. now to reassemble, tidy up the wiring and go for a test run. cheers!

Good morning all Well, the conversion to COP went great, now to make it all work. Obviously it was going ok with the distributor. However apart from the odd very loud backfire not a lot is happening now. I changed the setting from distributor to Direct spark and went through all the settings that I thought may need changing but I couldn't see anything obvious. I checked that each coil was firing correctly. Ive attached the pair file. if you could have a look at it and give me a few pointers that would be great, cheers. Direct Spark.pclr

Cheers

Adam, would it be ok to quote your comments about the timing variations on the Fraser car club forum?

Hi there Brad. Many thanks for that information, it would never have occurred to me to fit an oil pump from a different engine! I’ve only recently fitted a new oil pump, so it may have to go on the back burner until next winters overhaul, but after reading what Adam said about the angles I will definitely be going ahead with this. i am assuming the atom can be set up to do this of course thanks again.

Hmmm, that is quite a lot. It would seem to be a good move then to fit a crankshaft mounted sensor.

The crank trigger looks doable, however I’m still left with the dizzy. I thought I had seen a crank trigger and sync together on timing belt pulley. Just out of interest, how much can/does the timing change , I’ve checked with a strobe and it seems pretty solid, at least at idle.

Sooooo, probably easier to just get a nice billet alloy cover for the distributer and leave it at that then?

Hi guys, I am in the process of converting a Toyota 3sge gen 3 to COP. The plan is to tidy up the engine bay by getting rid of the coil, leads etc. My question is, can I get rid of the whole distributer by replacing it with a Crank position sensor. Obviously I would have to source a sensor, pick a part? And turn up a plug for the end of the cam cover, but at the moment I just want to know if it’s doable. i am running an atom+ any input would be appreciated cheers

Hi there guys. i managed to load and try out both of those maps over the weekend, the difference between them is quite a lot! the one that Adam supplied has a noticeably better mid to top end performance but the low end is quite poor with a lot of popping and spluttering under load up to about 2500 rpm, easing off on the throttle helped a bit. Also a bit of blow back through the carbs at high revs and the throttle shut. May be good on track days though! the other map seems much more tractable at low speed, but the mid to top end is definitely no where near as good. i think the carb set up is about right, but as there is no one within 150km that has a clue how to set them up I guess I'll just have to make do. I have balanced them with the snail type manometer and the plug chop looks ok. i tried to do a blend of both maps by using the mid to high part of Adams map and the low end of the other one but as I'm a noob and don't want to damage anything I thought I best get some feedback from you guys first. Cheers

Hi there Adam, cj. Well, that is a little different from the table generated by the ECU! I'll try to get both of the maps loaded and tested over the weekend and let you know the results. nice to know i may be running the same ignition map as a 911 lol

heres the ignition table. it looks a bit odd to me!

Hi cj thanks for the info there, I think I understand what you are saying. I'll have a go at setting it up this evening and post the table for you to have a look at cheers

Hi I know it's taken a while, but I have got a TPS for the weber carbs and am in the process of setting them up. You will have to make allowances for my lack of understanding !!! From the research I have done, and please correct me if I'm wrong, the function of the TPS as fitted to my particular setup is pretty much the same as that of an old vacuum advance system, that is, that whenever the throttle is in the closed position there is maximum vacuum and therefore maximum vacuum advance, around 13 to 15 degrees plus the static, in this case 10 degrees, plus the programmed (or centrifugal weights) advance. So at idle the advance would be 10 + 15 = 25° and a closed throttle at max revs would be 10 + 15 + 17 = 42° (27° is the max advance I have) 42 seems a bit excessive as I don't have a knock sensor, or does this not matter as there would be minimal fuel entering the cylinders? As soon as the the throttle is opened the manifold vacuum dies away and we are back to the static plus programmed advance. I have set up the voltages from the TPS to the ECU but not set up any ignition maps. Also it is my intention to have the idle speed controlled by the ECU, would this be a case for using a 4d table Bearing all this in mind, does anyone have any maps, insights, helpful comments? Cheers

H there AdamW Hmmmm seems not all computers are created equally (especially mine), I had to down load the file on my mac, put it on a stick and load the windoz machine from the stick. There was some sort of file error occuring when I loaded it from windoz, I'll look into it so its not a problem in the future. So with the correct file installed to the ECU and the trigger offset set to -23 deg it ran like a dream, I cant thank you enough for your help and guidance in setting this up, cheers mate!! Cheers