Printable View
I have started the LM/PM to SBEC upgrade of my CSX as I need to remove the dash to fix the heat in the car. Why not do both while it is apart?
I am planning to pull the wires from the LM back into the engine bay and rewire as required.
Things I will need to do.
1) rewire to the 60 way
2) add ASD
3) considering to rewire using a 91 engine bay harness, that way i will have the newer style relays as will
4) need to rewire the injector harness
I will update as I go.
I highly recommend using some Deutsch connectors for the injector harness. Easy to work with and much better than the factory stuff. I've been really happy with the three cars I've done now.
Thanks Brian, Would you have a link or part number close by?Quote:
Originally Posted by cordes
I believe this is the one I used to make an injector harness for CSX VNT #42.
Miles, that is what I did on mine, hardest part is finding an SBEC that can be reworked as 1990-91 are SBEC-1 and they are either VNT, 2.5TI or TIII in those years.
thanksQuote:
Originally Posted by cordes
- - - Updated - - -
I believe I have three EFI engine harness, let's see what mess I can make. Brian B gave me a good suggestion to use brand new wire for the sensor inputsQuote:
Originally Posted by 85lebaront2
I have an extra SEFI injector harness complete with knock sensor connector. I used Ford injector plugs on mine because I have a load of them.
Mini update.
No pictures yet as everyone knows what an engine bay looks like with wires all over the place.
1) ripped out the dash as I need to repair HVAC.
Converted the 91 EFI harness to TII and converted 91 connectors from engine to dash with 87 connectors.
Here is my 87 LM to SBEC/SBEC2 matrix
Next on the list
1)Add electronic boost controller.
2)Convert to 91+ solenoids.
Question.
Why did they change the MAP sensor location to the firewall by the power steering pump?? Does it make a difference?
Should I consider the 91+ coil??? My thought is to use the stock 87 coil location
From what I remember it was moved because the map line could/would get moisture in it when in cold weather.Quote:
Originally Posted by chromguy
Chrysler made a relocation kit for it a long time ago. One of my Chargers had the kit in it, it was a pig tale that plugged into the LM and the other end had the newer style map sensor with a mount under the hood
in thirty odd years I still have yet to see one of these map relocation mods on a car even after opening, probably 1000, hoods by now
The 1991 Shadow I pulled the transaxle from and a bunch of the front end wiring had the MAP sensor and baro/read solenoid on the firewall near the PS. I was going to do that on T2K-CAR but the firewall on the P-body apparently sits a bit further back that the K because when I placed them there for a trial fit they completely blocked access to the PS reservoir. The remaining solenoids (waste gate and canister purge) still went just in front of the shock tower on the inner fender. I ended up keeping the MAP sensor and baro/read solenoids where they were on my 1985 conversion, on the front of the right shock tower (also where the 1989 2.5L T1 Lebaron coupe had them).
On the coil, I used the later E-core as it is supposed to be a hotter spark and it does away with the long coil wire running across the AC compressor mount. I also have a 1994 AC system installed for the more efficient condensor and evaporator cores, these were actually from a 1992 Sundance, as Chrysler was rolling R134a into production for the 1993 models (we had a 1993 GC with dual AC and R134a from the factory).
One item for you Miles, if you have a Traveler or similar that received a fuel signal from the LM, the SBEC does not have the signal as it uses the CCD as it was called when it first came out for this information. The power for this can come from one of two sources, the early A604 controller or a BCM and will require a newer Traveler to interpret it.
Thanks guys!
PS The CSX now runs on the SBEC. I added headlight relays and used 91+solenoids