4g61t.org

I just wanted to update and let you guys know I finished the full 95 DSM wire harness/ecu swap. The van started up 2 days ago. The stock EFI relay is exactly the same as a 95 DSM EFI relay. I used my factory wiring harness from the ecu to under the hood, re-pinned/swapped. I ran new wires in the engine bay and either added wires, spliced/lengthened wires or rearranged wiring under the hood where needed. So I guess technically I have a hybrid wire harness, 96 Eagle Summit/95 DSM harness with a 95 eprom ecu.

For those of you that don't remember I built/forged the factory 4G64 sohc motor. Turbocharged it using factory DSM/Evo parts, a few aftermarket parts, LC1 wideband and a SAFC. My van is a AWD 5 spd model, I used an ACT PP and Southbend clutch.

The second revision of the build included a built 4G63 DOHC with cams, and a custom machined distributor to fit the 4G63 DOHC head on the 4G64 motor. The distributor used the factory plugs and ecu, so no ecu swap was needed or 4G63 cam angle sensor. The highest boost I ever got this setup to run was 16 psi on a old school FP green with 775cc injectors, SAFC. The timing was borderline out of control, and unstable imo for long term usage. Thus the final change to the setup.

The third revision and final hopefully was a 95 DSM wiring harness swap/95 eprom ecu, coil packs, ignitor, and cam angle sensor under camshaft gear. Crank positioning sensor wiring is the same, most other sensors the same, different color wiring and I had to swap around wires on the 2G tb from my factory. The stock distributor has all the wiring needed for dsm 95 camshaft sensor, ignitor, coil pack. They just need to be extended and ran to the correct location. I compiled most this information needed from DSM forums, Galant forums and factory service manuals.

The only problem I had with this whole swap was the fuel pump. I had a relay mod on my fuel pump (before the harness/ecu swap) and figured out a day later that it was not completing the circuit for the EFI relay. Pulled the fuel pump relay mod, put the fuel pump wiring back stock and the van fired right up.
Edited: I read somewhere in the past that the tach would not work with a swap. (After going out and checking the stock tach against a volt meter at the same rpm's, it seems I'm only getting half the tach signal, the tach is off more the higher the rpm's build????)

I'm sure there is a gazillion things I'm leaving out which understandable. I've done everything to my van mechanically, even a fully auto body restoration and paint (now satin black w/ gloss black cladding, wheels, bumpers) after it was hit by a F5 tornado when it was SOHC turbo. But the ole girl started up after being dented and smashed, I drove it home afterwards from the subdivision that was leveled.

Any how the van runs great with the new setup. Boost is turned way down since I left the FP green on there and put 450cc injectors in. I figured this would be the best way to get it running stock like, work the bugs out before the wire/ecu swap to start up. Now that I have it running the ECU will be getting the DSMlink treatment. 950cc injectors swapped in and shooting for max flow on the FP green (I believe its 47 lb/min on the old school green).

Really looking forward to spring/summer this year

http://www.cardomain.com/ride/3240205/1996-eagle-summit

Sounds like you fixed the reason why it wouldn't work!

Your ManVan sounds really cool. Be sure to get pics! Especially of the engine bay!

Maybe I did something wrong and its working half ass. I'll have to have the wife rev the engine and hook a voltmeter up to see if the rpm's are in fact matching what the voltmeter says and what the rpms are reading on the tach.
It didn't occur to me the tach reading on the cluster could be off.

I have a crap load of pictures on cardomain and on my computer of the build all the way up to harness swap. I have no idea how to load them here. Got to host them somewhere else first? Most sites you load the photos to the forum gallery and just link them.

You can just link to your CarDomain site or post the forum links from it to a post here

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Thom
1991 GVR4 1025/2000 (PTE 1200's, 16g, DSMLink v3, gm-maf, eagle/ross, .020 over, 272's, EVO VIII Wheels)
1992 GVR4 866/1000 (getting everything from above)

I can relate and I applaud you for the amount of work that you've invested in this thing. A few weeks ago I was trying to convert a 96 Mirage engine harness to work with a 2g ecu. Spent a few hours a night on it and several headaches later I had it about 1/2 done lol. Seems like after a while all the schematics start looking the same and you second guess some of your work, I do at least.

I know that Micah and Dan got his tach cluster working correctly using the tacho interface from a 90 DSM coil pack. They also used a 1g dsm ecu and wiring harness though. I'm betting the 2g stuff is closer to what originally came on the wagons since they were built around the same time.

The easiest way to post pics is to use Photobucket and copy the links here. Our Gallery hasn't worked in a few years now and boy do I miss it.

Did you keep up with what you did by chance? A full write-up on the wiring would be awesome for others on here thinking of doing something similar.

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93 Mitsubishi Expo LRV 1.8/manual
95 Eagle Summit DL Coupe 1.5/manual
01 Mitsubishi Mirage ES Sedan 1.8/manual

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Done, edited original post and put cardomain link at bottom. I haven't updated my cardomain since last year. But the gist of what I've done is on there so far. I have new photos on my computer that still need to be added also.

The cluster shape and design is so close between my 96 Summit wagon and a DSM, I would not be surprised if it could not be straight swapped in. If I'm using a 95 coil pack/ignitor, 95 ecu, then by theory a 95-96 tach should be plug and play or at least a couple of pins swapped. Something new to try

Good to hear your still around!

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49 International KB-2
72 Dodge Colt
73 Dodge Colt (Project)
84 GMC K3500
85 Dodge D50 Diesel Swap
90 Mighty Max V6
89 Mirage Turbo
94 Mighty Max
99 Montero

Still around any kicking. As soon as I get link and tuned (first time using it), you might see more of me at the local drag strips this year.

ECMLink is very easy to use. I recommend browsing their how-to videos. They are very slow paced, which can be irritating or helpful depending on your skill level. Their forum can be a helpful place if you have questions, or you can always ask here. Cuz we are better.

Where does the dash tach get its signal? The 95-96 gets a pulse each time either coils fire, so 2 pulses per revolution. If your tach is running at half speed, you need to double that pulse rate. Either that or the tach input is spliced into just one of the coil lines, so that it's only seeing a single pulse per rev.

Researching I found Micah's post about using a 90 dsm tach driver and wiring it in. I'm going to see if that will work. Worse case scenario if that doesn't work is I'll have to put a 1g dsm tach into the factory gauge cluster like grndsm did.

Pulling the needles on the cluster and getting them lined up 100%, is sketchy, I've done it. My RPM is off by roughly ~175 comparing the gauge and datalogger in real time (ish).

90 tachometer interface is wired up just below the 90 Coil packs. Easy to switch to a 90 wire setup for the coil packs, when you have them removed.

Wiring the 90 igniter into the harness will be the challenge. You'll need a 90 harness for a connector and pigtail, and/or maybe bradrs has a line on that connector and pins. He's now our resident pin/connector specialist/supplier.

Swap sounds great, and super involved.

I went cross eyed during my simple installation of the Cyclone manifold and associated wiring.

Check out my members threads, and you'll see all the 90 DSM interface up close and personal.

Looks like it is combining the signals from each coil, to drive the tach? That might do the trick.

But with the 95 setup, you already have a tach adapter built in to the ignitor. When you spliced the harness in, what wire did you connect the tach to? one of the coil wires, or the tach output from the ignitor?

The stock tach was just wired to the coil - at the distributor, right?

If you need that 90 ignitor connector, I can help out.

Off the top of my head, my 95 dsm coil pack is plugged into the 95 dsm igniter and the tach wire on the igniter is running to the previous tach wire off the distributor, which runs back to the ecu tach input.

From what I read I need 2 different signals for the 95 dsm ecu and factory summit tach to work?
One wire back to the ecu tach input and a separate tach signal to the tachometer for my 95 dsm ecu and tachometer both to work?

I have a 90 coil pack with tach driver on it, no plug though, just bare wires. No 90 igniter either.