Distributor Ignition to DFI using Emanage Ultimate?

[Duk]

I have a Trust Emanage Ultimate in my (twin charged ) 4AGZE AW11.

What I'd like to be able to do is to ditch the dissy based ignition system and use waste spark DFI ignition.

The EMU interfaces with both triggers in the crank angle sensor and can display actual ignition advance angles the factory system is using.
It intercepts the trigger wire to the ignition module to advance or retard ignition timing rather than fudge the sensor input to the factory computer.

On the EMU Ignition Set Up page, there are 2 drop down boxes, 1 to select the number of ignition module input channels (1 for a distributor) and another drop down box to select the number of ignition module outputs.
Even with 1 input you can select upto 4 outputs without it chucking any sort of hissy fit.

EMU literature says that you can convert from batch fire injection to full sequential.
To me that sounds like the EMU has enuff smarts to know where the engine is in it's full cycle of firing all 4 (in this case) cylinders, but has anybody actually done or heard of a dissy based ignition system converted to DFI?

[Duk]

Well they say "Seek and ye shal find."

"Distributor and group ignition type engines can be converted to individual ignition systems by using cam and crank angle signals with neccesary ignition system modification and wiring."

I've only had the EMU and it's instruction for a few years..............

So the new question is: Does the AW11 4AGZE ignition module control dwell time or are they 'dumb' modules?

[c2888]

http://bajanchameleon.com/ultimate.html

I know nothing about it, just remember seeing it on my way through.

[Duk]

Can anybody tell me if the trigger signal to the ignition module is 5 or 12 volts in on the 4AGZE?

[stradlater]

It will most likely be 12 Volt pull to ground.

Most factory ignition modules are 12 volt pull to ground (negative pulse) from what I understand, excepting the likes of the LS1 ones, which are positive pulse.

[Duk]

It will most likely be 12 Volt pull to ground.

Most factory ignition modules are 12 volt pull to ground (negative pulse) from what I understand, excepting the likes of the LS1 ones, which are positive pulse.

Cheers. Funny you should mention LS1 coils, that's what I'm eyeing off for a multi coil set up

[turbo ke20]

neither, it is a reluctor signal which works on a a/c voltage.
better off getting a stand alone aftermarket ecu.
that way your dissy wires go straight to the ecu and you can run 1,2 or 4 coils.
sequential fire or waste spark.
id use haltech platinum sport 1000 or if you didnt want to spend $1800 they have a sprint 500 model which is cheaper but less functions.

justin

[Duk]

neither, it is a reluctor signal which works on a a/c voltage.
better off getting a stand alone aftermarket ecu.
that way your dissy wires go straight to the ecu and you can run 1,2 or 4 coils.
sequential fire or waste spark.
id use haltech platinum sport 1000 or if you didnt want to spend $1800 they have a sprint 500 model which is cheaper but less functions.

justin

Emanage Ultimate has it at either 12 volts or 5 volts. We aren't talking crank angle sensor but the trigger voltage from the ECU to the ignition module.

Stand alones are all well and good but I'm not in a financial position to use 1 at the moment.

I do have a complete MAP sensed DFI wiring loom but I don't want to butcher it for plugs and modules.

[Chrisso]

Either the ECU or the ignitor module will condition the AC signal into a nice 5v or 12v square wave signal. There is some good reading here -> http://www.autoshop101.com/forms/h39.pdf

[Duk]

After reading http://bajanchameleon.com/ultimate.html, this guy suffered from starting issues with his converted to dual coil, waste spark ignition system.

http://www.autoshop101.com/forms/h23.pdf talks of Toyota's VAST (Variable Advance Spart Timing) system that causes the ignition module bypass the computer when when cranking and if there is a fault with the IGT signal.

So it would seam to me that the best way to set up a waste spark dual coil set while retaining the factory ECU would be to follow http://bajanchameleon.com/ultimate.html set up but to feed the output of the original ignition module into the EMU's ignition trigger input when the engine is cranking on the starter motor. That way the EMU should still provide a base ignition timing (10* BTDC) signal to fire the new coils.