Precision Turbo and Engine BigStuff3 GEN3 Powertrain Controller Ignition Setup Tutorial - Manual (Page 12)

11
The MSD All-In-One Distributor 2 wire connector (wires from the blue pole piece) must be changed to
the 2 way black male Metripack connector (included in IPU kits). Crimp the seals and female
terminals on with the correct crimping tool. Use Packard crimper, PN 12014254 or MSD’s Pro-Crimp
Tool, PN 35051, with Weathertight Dies, PN 3509.
Install the All-In-One Distributor violet /black wire into cavity “A” of the black Metripack connector
and plug it into the 2 wire black connector labeled “Crank” on the BigStuff3 harness.
The MSD All-In-One Distributor 2 wire connector (green and purple wires) must be changed to the 2
way gray male Metripack connector (included in IPU kits). Crimp the seals and female terminals on
with the correct crimping tool. Install the MSD All-In-One Distributor
green wire into cavity “A” of
the gray Metripack connector and plug it into the 2 wire gray connector labeled “Cam” on the
BigStuff3 harness. The
green MSD wire needs to connect to the red BigStuff3 wire.
How to adjust the cam sync signal
In order to adjust the cam sync signal, loosen the 2 screws in the retaining collar. The collar should
slide easily if the screws are loose enough. Add to the “Dash”, the variable called CamCrkAdv see
CamCrkAdv on page 27. This variable displays in real time the relationship between the cam sync
pulse and the first crank pulse. The reading is in degrees; adjust it to read between 10 – 20
o
once the
engine is running.
Note!! : In order for the value to move off of 0
o
, the engine rpm must exceed 2000 rpm. This is the rpm
above which the ECU tries to synchronize. If the reading stays at 0 degrees continuously regardless of
the rpm, the cam sync pulse is not making it to the ECU. Check the wires for any disconnects/shorts.
Because the cam sync window is so wide, it is possible that the synchronization could be occurring on
the wrong cylinder.
Verifying Cam Synchronization
To verify that the cam sync is correct, go to the main BigComm tool bar. Under “Individual Cylinder”
go to Individual Spark. In the table, retard the timing for Cyl. 1 by 10
o
, with the timing light verify the
timing retards for Cyl.1 by 10
o
. If not, slide the cam sensor the other direction until it again reads
between 10 – 20
o
. If the timing now retards, the system is synchronized and no Cam_Sync errors
should occur.
You can also type the letters “B A L” simultaneously and a real time display of the synchronization
status will appear in the upper right toolbar. If the synchronizer is gray and is rotating eccentrically,
everything is alright. However, if it’s red, problems exist.
Note: Remember the engine rpm must exceed 2000 rpm before synchronization is attempted in
distributor based ECUs. So the synchronizer will be red initially below 2000 rpm. The individual
cylinder timing retard still needs to be verified, even though the synchronizer is gray. This is just a
quick test to see if synchronization is taking place. Important: For COP ECUs (LSx engine using HED
sensors), the synchronization status is provided immediately during cranking, so there is no need to rev
the engine to 2000 rpm.