Hello gents,

I am currently looking into some after market stand alone systems to run in my conversion project.

I have found two that take my interest,

One is the Haltech F10X model, which looks like it could be up to the task, but am waiting on confirmation.

The other is a New Zealand product called the G4 Xtreme.

They seem to think it may work, but have some questions about the V10 system.

To save any confusion, here it is directly.

Can anyone help with these details?

Regards Ben

 

IMO, you'd be much better served by using a PCM from the application,or even a 2V 6.8L application. It just depends on how much work you want to do. I'd say the 2V PCM would be fairly easy since you appear to be able to fabricate items that you need. Most of the aftermarket control systems are gears toward V8 applications, and I don't know if they can deal with the firing squence and injector timing of the V10.
JL

 

I am finding myself wondering in circles on the matter of managment.

Originaly I was leaning towards A/M, I had difficulty finding a system to support a V10 with individual coils and ten injectors.

So I began to reaserch OE gear, now it seems I am going to run into support system issues. I have not been able to acertain whether the ECU can operate in a stand alone system, I have no ABS, no dash cluster, no body module, no trans module and no FBW pedal box assembly, all of which the 3V seems to need when using the O/E ECU. I have got some answers to get around some of the issues but still may find myself at a dead end when it comes tie to hit the key...8000 miles from the nearest bonnet to lift and cross check parts or systems!

I was very keen to see some pictures of the 2V control on a 3V engine as this could sovle some issues, but that gent seems reluctant to fill in the blanks I need to complete the puzzle.

I may have found two reasonably priced A/M solutions that cater for my needs and have the flexibility to be tuned, can accept boost pressures and one may also be able to run without a MAF.

I do have another option that I kicked around today, although it solves some issues it does create others.

With a custom plenum manifold I could run a draw through "old school" top mount under driven blower and carbies. Kinda going backwards but will solve the injection managment issues, most after market systems seem to be able to support the ignition system, it's the injection side that drives the cost up. This would probably cost more too which is something I am trying to avoid if possible.

Do you know about the above questions?, I think that is going to come up with the other one, they claim to be able to fire them, but I think the ignition is done with waste spark which is why he would be asking about odd spaced injection and trigger patterns?

I am still earning about this late model stuff, google has been a good friend!

Cheers Ben

 

Carbs will work fine-you just need a solution to fire the ignition system timed with the crank trigger's output.
That's basically how Edelbrock deals with the carb'd 4.6L intake that they sell. They offer a package with an ignition controller,and they offer that controller seperate. Maybe it can be adapted to work on a 10 cylinder?
More info here:
Edelbrock.com - Manifolds - Ford - Victor - 4.6L
JL

 

Thanks heaps JL, I will check it out tomorrow and see what I can scoop up.....mmmm carbies out the bonnet

 

Hey, I am the guy with the 3V swap into the 2V truck. What information would you like? I hope that you see my concerns about releasing photos and parts list info. You will need parts from both the 3V and the 2V to make this swap work as well as one part from a GM car.

Where do you live? lose enough to come by and check things out and see for yourself?

I still say that Carbs and / or blower and carb would be the best for HP. But the 3V with this set up sure makes some awsome power and torque. I do not believe my 0-60 MPH time recorded last night with my scanner but I should get a chance to verify it this evening with a couple of runs using a stop watch. Crazy strong!

PM me please. I tried to PM you but it said that you have your account set to not be able to receive PM's.

Andy and Jack Blaisdell
Marion, KY

 

Andy and Jack,he can't just "run by", he's in Australia.
That's the biggest problem he has in this project-parts availability.
JL

 

I guess coming by is kind of out of the question. I see you live in Australia now that I look at your member info.

 

Parts availability would really not be an issue for anyone in the world any longer due to the internet using sites which folks are selling parts.

FMC351, What parts do you currently have for this swap into your car? BTW, What kind of car is that in your pic? Is that the car you intend to put the motor into? Cool!

 

Shippng parts to Austrailia and the duties that are levied by the government there are absurdly expensive.
Gotta keep the Queen supplied with tea and crumpets you know.....
JL

 

Hahahaha, yes the queen!

I am a tad far to drop by as mentioned. I understand your concerns with pictures. Parts avaliability is an issue, with other cars common to the area you can swap parts, test parts and shoot to the local dealer and buy another one if needed, but in this case I can only rely on pictures and posts as this engine has never been released in this country.

I am slowly being drawn to the idea of a short runner manifold and carbs givne managing the ignition seems to be achievable.

I was keen to see how a 2V system worked as there seems to be less "support systems" than the 3V and was enthralled to hear how you got the dual plane manifold to work with a cable, but given the way things are currently looking that function may end up being obsolete.

I do know of a old Power Products 2V in my city, I may be able to have a look at his manifold, have some new plates cut and welded onti it or another one and run a modified old alloy 2V manifold with a carb on top until the engine is sorted out to hold boost (well more than just a little bit)

Thanks for the info gents, I will have a look at my user CP settings now.

Cheers, the crazy guy in Oz!

 

To answer your original questions:


The V10 is an even-fire engine. An even 72 degrees between cylinder firings.

Not sure about where the crank or cam sensors are compared to TDC, I think an oscilloscope would help you figure out where the crank sensor is compared to TDC, and then you'd have to figure out the cam sensor.

The crank sensor detects each cylinder, the cam sensor detects cylinder #1.

 

Thanks Mt Krewat, I will, chase it up.

I have also found a couple of other options to look into.

AEM display a system that should do the job.

Universal EMS FAQ

I have also sent them an email to ask about their ignition manegemnt modules as they may have an ignition only module in case the carby option is further looked into.

Motec also have a system that can do the job, it's their top of the line system, and it has to have ignition drivers added to it, but is possible.

Will reply the above posts info to the Link producers and see what they say.

other avenues I have looked into over the past couple of days include:

MSD, nil
Accell, nil
Mallory, have not replied regarding an ignition only system
Crane, nil
Haltech, nil
Autronic, possibly, waiting on reply, this will be ignition only
Ford Power products, have also sent them an email regarding the systems used when in a power generation application, and just in case they can't answer I have also hit up a couple of other V10 genset providers in case they use a differant system.

As a final thought I have also been having a look into what the Dodge guys are using, which is also limited in the A/M department, but a few are using the AEM Universal kit.

Lets see what Link have to say, as they have the cheapest product in the ball park so far.

Thanks for the assistance chaps.

Ben

 

try this;

* *MegaSquirt - Electronic Fuel Injection Computer by Bowling & Grippo * *

Works with ANY EFI engine and it is low-cost.

 

Actually, I should have said the cam sensor detects the compression-stroke on cylinder #1. Or at least, it detects the beginning of the 720-degree cycle, not entirely sure WHEN it fires the sensor (after nicebenz68's issues with the cam sensor on a 2-valve-to-3-valve conversion).