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Thread: LSx coils on SBC.

  1. #21
    Join Date
    Aug 2010
    Location
    Dallas, TX
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    144

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    Thanks. Obviously, I must have misunderstood some of the posts. I thought there were a couple of posters that did go to Coil-Near-Plug and still had the Dual Sync distributor.

  2. #22
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    27,477

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    Yes, a Dual Sync distributor with the blank cap conversion so it's just a crank & cam sensor unit (no cap & rotor to "distribute" spark).

  3. #23
    Join Date
    Aug 2010
    Location
    Dallas, TX
    Posts
    144

    Default

    OK, I get it now. Thanks.

  4. #24
    Join Date
    Dec 2009
    Location
    Connecticut
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    27,477

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    You're welcome.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS T/W 11R 205 heads, 232°-244° duration/.623" lift/114° LSA camshaft, 12:1 C/R, TFS R-Series FTI ported intake, BBK 80mm T/B, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, -6AN fuel system plumbing, Walbro 255 LPH pump, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, B&M Hammer shifter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

  5. #25

    Default

    Quote Originally Posted by Danny Cabral View Post
    As I stated in those links, I'll never use a distributor again!
    Aside from the hardware configuration changes to your tune; did you have to make other changes? Notice it was able to run less advance in areas, etc.? Or did you also switch to MPFI at the same time making it difficult to isolate the changes the ignition made by itself?

  6. #26
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    27,477

    Default

    No, each upgrade conversion was separate:
    http://forums.holley.com/showthread....old-Conversion (My MPFI Intake Manifold Conversion)
    http://forums.holley.com/showthread....nk-Trigger-Kit (My Custom 60-2 Crank Trigger Kit)
    http://forums.holley.com/showthread....al-EFI-Upgrade (My DIS & Sequential EFI Conversion)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS T/W 11R 205 heads, 232°-244° duration/.623" lift/114° LSA camshaft, 12:1 C/R, TFS R-Series FTI ported intake, BBK 80mm T/B, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, -6AN fuel system plumbing, Walbro 255 LPH pump, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, B&M Hammer shifter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

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