Quote Originally Posted by y5e06 View Post
I've looked into this in the past, and have seen the videos.
Edit: he used a vortec type distributor in back, instead of the front mounted cam sensor, because he had the parts on hand. I saw the same videos. Not terribly expensive, but it is some work.
Edit There is a different route for sequential fire & front mount cam sensor:
basically, the top two items in this table:
https://www.eficonnection.com/home/c...efi-24x-lt1lt4
you could do it fairly cheaply; junk yard/craiglist 411 PCM & ignition coils, '96-'97 front cover (for crank sensor), Efi Connect components, and some time to re-pin the harness. the re-pinning doesn't look to bad, actually. the one catch is finding and agreeing to a standardized program.

guy with the videos used this instead of the front cover mounted parts:
[edit:deleted. I listed wrong part]. He used the vortec style distributor with plug wire terminals.

https://www.youtube.com/playlist?lis..._BiVMa4pEUpWoD

oh, 411 doesn't need to come from the van. lots of vehicles used it... including LS1 4th gens.
Edit: vortec/van setup is batch fire. the '93 was batch fire. '94+ lt1 is sequential. 411 swap can be sequential if using LS type of setup and not vortec SBC stuff.
edityou also, as shown from EFI connect, don't need to use the distributor in back (i.e. modify lt1 manifold) but the opti location for a cam sensor instead.
edit edited incorrect details above. more investigation is warranted if there is interest. I wouldn't sign up to modify the manifold and mount a distributor in back (what a PITA that would be) but instead prefer the front mount cam sensor with coil-on-plug ignition. Perhaps you can use an LS1 type tune but would have to adjust for firing order and make sure correct for stock LT1 MAF etc. *maybe* you could do a sync only type of *distributor* in back and only have to mount the *distributor* ala LT1Intakes small cap HEI conversion. a sync distributor is not really a distributor as it doesn't distribute the spark to the cylinders but instead is just a position sensor.
The EFIConnection stuff is 24x, the LT1 was 4x and the Vortec was also 4x but used a 1x cam sensor. While the computer doesn't need to come from a van, its 4x operating system will. The problem with just yanking the cam sensor is the engine doesn't know when a cylinder is on its compression stroke or not. I'm not sure why his motor ran fine without and I haven't tried yanking the cam sensor on my truck, but the way it misfires is characteristic of a cam sensor on its way out.

Quote Originally Posted by Pranav View Post
I will say that when I LS swapped my car, the LT1 MAF I was using for my 96+ OBD ECU carried right over to the 99-02 LS1 harness/ECU no problems.

Same MAF I believe was used 94-97 right?

That's one less thing possibly, although what the tune is looking for in regards to MAF reading vs RPM/Throttle is a different story...
Same MAF. In order to get the MAF data right it needs to be pulled from an OBDII LT1, not sure if HPT supports this PCM or not. I know EFILive does not. No guarantee if you do snag the MAF data from an OBDII LT1 PCM that its reference points will be the same which means the data is then worthless. The only thing that should affect the MAF settings are MAF placement and intake plumbing. I know when I swapped my trucks from the black box to the 411 that the MAF data was different and used different data points. In the case of the 1500 it was on the same engine so it should have matched, but did not because of the different airbox setups between those 2 platforms.