Thread: 57 Chevy Cruizer

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Dave,
I noticed on the front of a JEGS book that MSD has a super slick version of their system called "MSD Atomic EFI LS" for the Chevy LS motors. The electronics are all incorporated into the fuel rails, so wiring is minimal, and no separate ECU to hang with it's elephant trunk bundle of wires to the engine. Very clean, but not sure how much you can do in the tune it yourself arena. Seems to me that MSD does their self learn, but then has optional screens where you can go beyond that if you want. Might be worth a look....

Originally Posted by rspears

Dave,
I noticed on the front of a JEGS book that MSD has a super slick version of their system called "MSD Atomic EFI LS" for the Chevy LS motors. The electronics are all incorporated into the fuel rails, so wiring is minimal, and no separate ECU to hang with it's elephant trunk bundle of wires to the engine. Very clean, but not sure how much you can do in the tune it yourself arena. Seems to me that MSD does their self learn, but then has optional screens where you can go beyond that if you want. Might be worth a look....

Friend of mine is running it on his car now, waiting for some decent weather to see how it performs!!!! Think I still want something with a lot of tuning capability like your system.... Kind of a steep learning curve but I don't have much else planned anyhow!!!!!!!!!

Dave FYI:

LS Timing Cover Conversion Kit: Engine Builder

I guess I can't think of any reason I would ever want to change an LS back to a distributor!!!!!!!!

Originally Posted by Dave Severson

I guess I can't think of any reason I would ever want to change an LS back to a distributor!!!!!!!!

Might be that "secret weapon" you've been missing, Dave. Fuel mapped for max power across the rpm range, and spark controlled by weights & springs that you can play with in the pits instead of using the computer. It would definitely cause some "head scratchin'" at the shows, seeing an LS motor with a distributor, and a FORD distributor to boot!!

If your where going carb for simple install,it converts to normal dizzy ignition.

Really for dirt cars,but has multi applications.

Allstar Performance - racing and high performance car parts, accessories and specialty tools.

Really for dirt cars,but has multi applications.

Allstar Performance - racing and high performance car parts, accessories and specialty tools.

And uses a yes a Ford dizzy which you probably has laying around.

I don't see the point. Who in their right mind is going to pay the extra money to get the LSX engine with all of it's features, and then strip off the coil packs, injectors ,front cover and associated electronics to replace them with a carb and distributor? If you're going to run a carb & distributor then find a good Gen 1 engine and start there as opposed to paying for technology you're not going to use. The seller says

Enjoy the performance and durability of the GM LS series engine with the simplicity and tune-ability of a distributor and carburetor.

I'll cry "FOUL" on that statement. The performance and durability of the LS (and LT) engines is derived from the computer controlling all of the variables, changing the tune across the load range where it's virtually impossible to tweak with the carb and distributor. The "old school" tuning is macro, while the ECU is micro. As for dirt track engines, the unlimited guys may be able to step up to an LT/LS engine dialed back with a carb & distributor, but from what I've seen the lower classes have far too many rules about the pieces & parts to allow this. As I read the marketing information it looks to me like these guys are trying to give the guy who's scared to death of individual coils, injectors, and ECU's a way to use the LS engine, but they're telling him he can get equal performance, reliability and efficiency by stripping it down and using old school parts. I don't believe that to be true. Seems like a big step backwards, to me.

Roger--you got to look at this from a RULES perspective!!!!!!!!!
there are lots of rebuildable(and running) ls engines out there available WITHOUT the ecm and wiring, manifolds and injectors throttle bodies---

they can be put in a local rules race car withdistributors and carbs pretty cheap because the racers don't then need complicated wiring and high pressure fuel systems----

AND ALSO------------- ecm controlled engines can be micro adjusted for a very effective traction control that the racers don't want--------

Originally Posted by jerry clayton

Roger--you got to look at this from a RULES perspective!!!!!!!!!
there are lots of rebuildable(and running) ls engines out there available WITHOUT the ecm and wiring, manifolds and injectors throttle bodies---

they can be put in a local rules race car withdistributors and carbs pretty cheap because the racers don't then need complicated wiring and high pressure fuel systems----

AND ALSO------------- ecm controlled engines can be micro adjusted for a very effective traction control that the racers don't want--------

I don't disagree for a racing application Jerry, but this was thrown out in Dave's '57 Cruiser Build Thread, and he's made it crystal clear that he's using this project as a tool to learn EFI tuning. Now if I had a good running LSX engine without the ECU I'd be looking seriously at the MSD LS EFI package, which lets you use the engine without any of the hassles of the OEM ECU and gets rid of a TON of ugly wiring! I can't see taking a finely tuned Swiss watch and turning it into a Timex.

they got to be one of the ugliest engines ever with all that shit hanging all over--can't work on engine----no wonder factories put an engine cover over it---

By the way----one of those Camaros that Corey is working on is at 892 rwhp----------And I believe that it is held down by a restrictive air supply(small aircleaner setting right along valve cover above left side headers) and a severely restricted exhaust system---2 1/2 pipes, cats, and many 90* aprox bends----------(now on unleaded race gas)

I guess I missed the part about Dave wanting to use this project as a learning tool.His interests in oval track racing combined with his background with Fords is what prompted me to pass along the ref link.I know on the Thirdgen forum engine swap section there are a number of guys doing a carb swap as apart of the LSx engine swap.

As for me,I've said how much I regret building a 383 over a LSx.The one open question I have about the LSx series engines is given their C.I. size what kind of torque output can be had off idle without expensive stroking them.And here what I am talking about is what can be had from the local junk yard.

Originally Posted by 1gary

As for me, I've said how much I regret building a 383 over a LSx. The one open question I have about the LSx series engines is given their C.I. size what kind of torque output can be had off idle without expensive stroking them. And here what I am talking about is what can be had from the local junk yard.

Not to further Hijack Dave's '57 build thread, but I guess I don't understand your problem. On another thread, commenting to the guy wanting to re-cam his engine, you said,

Lastly,we buy and sell only race hard core parts and sell/build only short block or complete engines for the same. I am thinking we have turned maybe 25 engines just this last yr. Been doing that for 40 yrs. It's not like we just build one or two engines in the last 5 yrs.

If you're doing 25 engines a year, that's 1000 race engines you've sold assuming the same average sales over the 40 year period, which is a pretty good volume, two engines per month, every month. Why would you not just put your 383 stroker into the queue and sell it, then build the LSX you want?

Originally Posted by rspears

Not to further Hijack Dave's '57 build thread, but I guess I don't understand your problem. On another thread, commenting to the guy wanting to re-cam his engine, you said,

If you're doing 25 engines a year, that's 1000 race engines you've sold assuming the same average sales over the 40 year period, which is a pretty good volume, two engines per month, every month. Why would you not just put your 383 stroker into the queue and sell it, then build the LSX you want?

Roger.that vary debate is one I am having with myself.Guess because I got one of the last built Howards Track Smart 5.7 stroker cranks is one reason.Certainly there is some choices I made in parts if I had a do over would change.This 383 engine is something I personally own,so I would have to go to my partner to see what I could work out is the other reason I guess.I would have to sell it to the business so he saw his share of whatever it sold for..........and it really isn't the kind of engine we normally sell either.