For a number of years I was running a supercharged big block chevy (540 ci) with an old Holley Commander 950. The intake manifold is a converted single plane carb manifold with a home made throttle body assembly and the rest of the setup consisted of GM sensors, a 7-pin HEI distributor, low impedance injectors run from a AEM driver and a single WBO2. I wanted to step up to a sequential ECU for control over individual cylinders, dual WBO2s, EGTs and more so I bought a MS3-Pro.
With the 12-rib supercharger pulley, hanging a crank wheel and sensor out to the front would have been difficult so I addressed the crank position with a 36-1 wheel mounted to the back of the damper.
For cam positions sensing, I thought about adapting a later model (Gen 5+ BBC) timing cover and timing set that has provisions for a cam sensor but would have also had to modify the Mark IV style oil pan to properly mate to the newer timing cover. The cam gear I had already had 3 windows/3 'spokes', so I mounted the same late-model cam sensor in my existing timing cover and set up as a polled cam sensor.
I kept my AEM injector driver and wired up the MS3-Pro to my existing electronics panel inside the car. I pull the engine out of the car more often than most, so I kept with my previous practice of wiring everything through a circular bulkhead connector. (Tip: always run a few extra/unused wires through the connector so you can make changes later without having to solder/unsolder from the big connector. Since I was going to run the CAN bus through the connector as well for EGT and possibly future analog inputs, I only ran 3 extras wires for PWM or other outputs.
(To be continued)
Big block Chevy Camaro MS3-Pro
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Big block Chevy Camaro MS3-Pro
Camaro, Mark IV aluminum big block Chevy, 8.8l, Procharger F1-R @ 12psi, MS3Pro
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Re: Big block Chevy Camaro MS3-Pro
On the ignition side, I went with aftermarket LS2 coils mounted to aluminum brackets welded to the valve covers. At first I tried mounting them close enough to use factory length LS plug wires but with the larger dimensions of the valve covers and heads of the old big block, I ended up picking a better aesthetic location and made custom wires.
https://www.youtube.com/watch?v=9zj5JKCBJK8
I used Spartan Wide Band controllers for the two WB sensors and built a simple box for interfacing a pair of EGT probes to the CAN bus using an Arduino and a few breakout boards. I also included a 3-axis accelerometer and with the extra analog/digital inputs/outputs on the Arduino, I could easily a few extra sensors or controls in the future.
The finished install looks pretty good in my opinion, and by testing all the wiring as I went along and following the manual's suggestions for setting up the tune, the engine started and idled on the first try!
Video of the first startup:https://www.youtube.com/watch?v=9zj5JKCBJK8
Camaro, Mark IV aluminum big block Chevy, 8.8l, Procharger F1-R @ 12psi, MS3Pro
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Re: Big block Chevy Camaro MS3-Pro
I have gone on to add a flex fuel sensor and am working through the tuning process in the naturally aspirated mode before I bolt the Procharger F1-R back on. Between TunerStudio and the capabilities of the MS3, I think I am already ahead of where I was after years of tuning the Holley Commander 950, which to be fair, was a much older system that was still good enough for 50,000+ miles on the highway and 1000+ miles on road courses. If anyone has questions about the particular settings, sensors, or wiring I put together, I'm more than happy to answer!
Camaro, Mark IV aluminum big block Chevy, 8.8l, Procharger F1-R @ 12psi, MS3Pro
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Re: Big block Chevy Camaro MS3-Pro
I got a question about the crank wheel set up on the back of the balancer. I had a few constraints when it came time to do a crank trigger:
- Don't mess with the pulley locations or I will have to shim the supercharger out from the cylinder head and I already had to go from 3 pulley bolts to 6 because of the load on the pulley
- Put the wheel somewhere that makes sense for the crank sensor and bracket
- Don't interfere with the timing pointer because I like it and will need it (even if only once to set the timing offsets) This meant making a wheel that was the same size as the balancer or smaller, 7.250"
- Keep the wheel teeth away from the balancer so it doesn't interfere with the sensor
Camaro, Mark IV aluminum big block Chevy, 8.8l, Procharger F1-R @ 12psi, MS3Pro
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