EA-82 Distributor Question - SPFI Disty on Carburated EA-82?

[BirdMobile]

My question:

 

Can a distributor from a SPFI or MPFI type EA-82 engine be used on a carburated EA-82 engine? Basically my idea is to simply ignore the two optical pickup wires, and only wire in the two coil trigger wires to the coil and tach/fuel pump module. Would this work? Are there any timing/advance differences that would cause a problem for a carburated engine?

Thanks!

[angerthis]

The difference between the fuel injected distributor in the carbureted distributor The biggest thing I've noticed is a carbureted Distributor has a vacuum advance As the fuel injected one has none Unless you get to the multiport fuel injected models at least the older ones They do have a vacuum advance like the carbureted models

[jono]

which dizzy do you think - there were two part numbers with the optical pick up - at least for the later EA82 mpfi. Spfi might have been an additional one. If there is optical pick up inside there is no mechanical advance inside - you'd need the ECU to run the advance and it would need some other inputs too surely- such as an air flow meter signal?

 

The earliest series 1 of the EA82 mpfi turbo dizzy would work without ECU but could also be taken of advantage further if combined with a knock sensor and its knock control module. Think I have also seen an EA82 mpfi dizzy in an early XT that had a vac can on it so would be operating with ECU input ?

[angerthis]

Yeah that's basically how my ea82t 86.5 rx distributor works

It's gotta vacuum advance Diaphragm on the side of the distributor

and a knock sensor that all go to the ECU under the steering column

[jono]

reckon if you have a vac can on your 86.5 dizzy you likely have a pair of philips screws visible when opening the passenger front door a little below line of top hinge, just on the inside of the seal trim .....screws you won't find on a non turbo EA82 or on th drivers door frame. Thes are for the bracket hold a KCM between the glove box and body of car. A stand alone knock control system

[angerthis]

reckon if you have a vac can on your 86.5 dizzy you likely have a pair of philips screws visible when opening the passenger front door a little below line of top hinge, just on the inside of the seal trim .....screws you won't find on a non turbo EA82 or on th drivers door frame. Thes are for the bracket hold a KCM between the glove box and body of car. A stand alone knock control system

I just checked and sure enough I do.

Had no idea that those two screws were for the knock control system

Thanks not even my thread and I learned something about my car

I love this message board

[jono]

actually, it is highly classified information, keep it secure. I would like to try the stand alone system on non turbo non efi EA82 and see how it goes. just the boost retard side of the vac can would be unemployed.

[Gloyale]

My question:

 

Can a distributor from a SPFI or MPFI type EA-82 engine be used on a carburated EA-82 engine? Basically my idea is to simply ignore the two optical pickup wires, and only wire in the two coil trigger wires to the coil and tach/fuel pump module. Would this work? Are there any timing/advance differences that would cause a problem for a carburated engine?

Thanks!

 

no

 

does not have the ability to directly fire the coil.....even if it could there would be no advance.

 

you are confused as to how the optical disties work.....there is no "coil trigger wires"

 

the wires are as follows.

 

Power supply

ground

reference volts

pulse volts.

 

the ECU interprets these signals and then fires the coil accordingly.

 

you need a disty with an actual pickup coil inside.........and a vacuum advance.

[angerthis]

actually, it is highly classified information, keep it secure. I would like to try the stand alone system on non turbo non efi EA82 and see how it goes. just the boost retard side of the vac can would be unemployed.

if I'm understanding you right and I am thinking the same way you are

with a little know how a couple of trial and errors

would be interesting if it works and or makes an advantage or disadvantage

just to get this straight you were talking carbureted models correct

with a vacuum advance on the side of the distributor

And converting it over to a Multiport fuel injected distributor

An adding the knock control system to the carbureted model

if that is what you're talking about please let me know

[jono]

got to be careful what and how I say some things

 

I had a 1985 built EA82T sedan GLTA with the three plug ECU, flapper afm. The distributor was a typical mpfi dist with screw down dist cap, not a carby clip on cap. Dist was Hitachi with old fashioned mechanical advance inside, with a four pin module inside.Module conncted to a knock sensor two pin and a knock sensor module mounted inside beside the glove box. looking at wiring and diagrams it is total stand alone spark supply, not connected to the ecu for anything. I converted to propane in a dedicated way - no gasoline at all, pulled out two of three ECU plugs and left athe third one just to run the EGR control. No problems. Even think I ran it no plugs in ECU accidentally.

 

I then wondered if I could transfer the entire kcm , ks and disty and its wires and coil over onto what essentially would be a carby EA82 to gain max advance with a knock sensor to protect from knock and knock damage. This is as far as I got - idea

My daily driver is an 84 Brumby/BRAT with a carb block, EA82T heads and mpfi inlet manifold , EA82T cams - all to make use of an engine I got in a running car wityh oil leaking HG's. Intended to turbo the higher compression to see what happens, still an idea, been warned may not last well though.

 

I use the mpfi set up with its throttle body for a neater propane conversion - again dedicated, no gasoline system in use. I run it at 22 DBTDC @800rpm idle, vac advance disconnected at timing time. This got me thinking to try the stand alone on this engine, keeping in mind the dizzy would have a turbo advance curve, with turbo vac can on the side as well.

[angerthis]

got to be careful what and how I say some things

 

I had a 1985 built EA82T sedan GLTA with the three plug ECU, flapper afm. The distributor was a typical mpfi dist with screw down dist cap, not a carby clip on cap. Dist was Hitachi with old fashioned mechanical advance inside, with a four pin module inside.Module conncted to a knock sensor two pin and a knock sensor module mounted inside beside the glove box. looking at wiring and diagrams it is total stand alone spark supply, not connected to the ecu for anything. I converted to propane in a dedicated way - no gasoline at all, pulled out two of three ECU plugs and left athe third one just to run the EGR control. No problems. Even think I ran it no plugs in ECU accidentally.

 

I then wondered if I could transfer the entire kcm , ks and disty and its wires and coil over onto what essentially would be a carby EA82 to gain max advance with a knock sensor to protect from knock and knock damage. This is as far as I got - idea

My daily driver is an 84 Brumby/BRAT with a carb block, EA82T heads and mpfi inlet manifold , EA82T cams - all to make use of an engine I got in a running car wityh oil leaking HG's. Intended to turbo the higher compression to see what happens, still an idea, been warned may not last well though.

 

I use the mpfi set up with its throttle body for a neater propane conversion - again dedicated, no gasoline system in use. I run it at 22 DBTDC @800rpm idle, vac advance disconnected at timing time. This got me thinking to try the stand alone on this engine, keeping in mind the dizzy would have a turbo advance curve, with turbo vac can on the side as well.

Yeah if you're able to run the engine without an ECU hooked up

then I don't see why you couldn't just run the knock control system

so if you don't have to pass any emissions I just get rid of the EGR

On my 86 rx turbo Runs way better without the EGR

all I did was made a plate to cover with the EGR went

and pulled the metal pipe off for the exhaust and just plugged it off at the head

I too am running a carbureted engine block with the turbo heads and multiport fuel injection

the thing is way more faster has a lot more power I love it

send me a PM if you want to talk more about this

Would also like to know more about it too

[jono]

Now, you'd think yours would be a better engine with the higher comp mpfi NA slugs, but odd combos must work out nicely. Also wonder why a turbo running 7.7:1 can be such a crisp smooth runner when it is running no boost, cruising at about 60 70 mph and about 10 inHg. You'd think a normal low comp engine would be a snail ? Must be just the fact the turbo is spinning and no boost ?

 

I think proved to myself that EGR block would do zip as I ran a spare EGR in hand in the cabin to feel when it opened - which was never at boost, and only on lihght acceleration. The ECU was also meant to not operate it below op temp, and not above 45kph. No egr would leave a cleaner innards though Most I have had, been all choked up with carbon.

 

Back on topic - I may find time to gather all the bits to try it out one day