Banjo

Hi Paul, I didn't know but a quick search of Google, which now uses AI to help You out, did find a number of sites, which referenced the answer to this question. Here is an Australian site, that advertises these boot lids, & advises that all boot lids for 2010 - 2013 models were the same. https://www.myautoparts.com.au/products/genuine-boot-lid-suits-toyota-corolla-zre152r-zre153r-2010-to-2013?srsltid=AfmBOooY2zlGzTYVe7BksIVWefB6RUadx2f24Lo_bAyaeLDSK8e3juyb Hope that helps ! Cheers Banjo

There is nothing more stable, in terms of an electronic ignition system, triggering system; than a "crankshaft mounted", iron toothed, or "flying magnet", trigger wheel. Stable, because there is no need, at all for a C.A.S. (Camshaft Angle Sensor), if You use a trigger wheel with a missing tooth, & run the ECU in a "Wasted Spark" ignition only, or EFI Ign & Inj mode.There is plenty of room usually, down on the crankshaft pulley, to mount quite large diameter wheels, which results in good clean On/Off spacings for either VR or Hall Effect sensors. However, I must admit; that if You are a novice, & going to carry out this mod from scratch, with the engine in the car, It could be a lot more difficult, than with the engine out. Wouldn't be nice, if You could just pull out the original easily accessible distributor; & replace it with a a distributor, that has been internally gutted, & actually has a multi-toothed wheel, & a CAS signal, therein. Now that concept is nothing new; as some early Nissan distributors had such an arrangement, with a stainless steel plate, with slots punched through them, with a LED light souce on one side, & a photo electric diode or transistor, on the other side. http://datsun1200.com/modules/mediawiki/index.php?title=Nissan_Optical_CAS I know years ago, I played with them, but ultimately gave the idea away, as "oil fog", coming up the dissy shaft, would create fogging of the light sensor, which resulted in missing & the like. I know Simon, down in Tassie used to play with these, like me; as I researched the subject on Rollaclub, & came across Simon's original threads & pics. So Altezzaclub had a problem on His 4AGE engine where the dissy, hangs out over the side of the engine, very close to no: 1 exhaust header, resulting in it getting pretty hot. (actually bloody hot) The particular dissy He had, had the early Toyota ignition system which used two VR (Variable Reluctor) sensors) to sense 4 off teeth on one trigger wheel, & 24 teeth on the rotational speed & positional wheel. The whole concept, was to use the 4AGE dissy, as an input device to a Haltech Sprint 500 ECU, & use COP ignition coils, removing the need for distributor cap, & HT spark plug leads, altogether. Now It was a tight ask, but as the pictures atest, but I was able to get two smaller, robust commercially available, Hall Effect sensors in there, from a ATV. I ground 3 of the teeth off the four (4) tooth wheel, to produce a single CAS signal for the ECU, from the remaining single tooth. The 24 teeth, then produced a clean pulse train for the ECU input, to determine crankshaft RPM, & position. Note the temperature sensor, to see how hot it gets in there, once it's back in the car, & running. Here is the output of the Hall Effect sensors. Nice clean sharp 5V DC pulses. Actually, at one stage, I was hoping to get a magnet disk in there using assymetrical Rare Earth magnets, with the Hall sensors poking down through the lid on the top of the 4AGE dissy, but working with the assymetrical rare earth magnets, is a steep learning curve, I discovered. (assymetrical magnets have their N & S poles, on the "curved" outside of the magnet, rather than on the conventional round ends). Cheers Banjo

This video, will take You 24 minutes to watch. Do Not turn it off, until the very end. No, It's not an announcement that Toyota is to reintroduce the 4K engine to it's current line up ! However, I'm sure You will come away from it, with a whole new perspective, if You were one; that believed; that all us, would be driving electric cars, by the end of this decade. https://www.youtube.com/watch?v=1WNz1Hru_9I Enjoy ! Cheers Banjo

So what was it, that You found; that was stopping your clutch from working ? Can't imagine You got the clutch out & back, so quickly; so I'm guessing it was something simple externally, that was easy to get at ? Cheers Banjo

We will need a little more info than To be able to assist You. Questions: Did this happen suddenly, or has been there a while, but has gotten harder & harder, recently "to engage" ? I presume by "it won't engage", You mean You can't put it into any gear ? Has the gearbox been out of the car recently ? I'm presuming the clutch is the cable operated one ? If it happened suddenly, then the most common cause is the little "C" clips that are used to adjust the clutch free play, on the firewall, (where the clutch cable comes through), have broken. Very common problem ! Used to happen to me regularly, until I got sick of it, & modified the arrangement. Inspect the "C" clips & come back, & let us know what You find. Take a photo & post it here, if possible. Can be solved without converting to a hydraulic arrangement, which is a complicated procedure. If You do find the "C" clips have broken, then remove the clutch cable & sheath from the car. Check whether the inner cable moves freely in the outer sheath. If it tight, then place clutch outer cable end in a vice, & let it hang. Then add light oild to the little gap between inner & outer, & jiggle the inner cable up & down, until it's totally free. Sometimes, if it is really bad, You'll have to let the oil seap, down the inside over night. I've sat there doing it for 45 mins until it eventually came free. Let's know, if my guess is right, & we'll go from there. Cheers Banjo

The common thing between fuel guage & temp guage, is that neither of them work off 12 volts, as that varies in a car, & these are guages; that You want to be accurate. On the back of the instrument cluster, is a small voltage regulator that holds the voltage constant to the fuel & temp guages. The voltage varys from model to model, but they are usually about 7-9 Vdc. They are prone to burning out. The voltage regulator is in this spot, because this lower voltage is fed to both meters. The wiring to the temp sensor & fuel thank level sensor, only change the resistance of the sensors connection to ground/chassis/earth. https://www.rollaclub.com/board/topic/73224-that-pesky-little-guage-voltage-regulator/#comment-708505 Cheers Banjo

If You haven't got a strobing timing light, it is a very good investment. Setting the timing dynamically, using a bit of "white-out" on the two timing marks on pulley & cam sprocket cover, makes it so easy, & accurate. On top of that you can see whether the automatic advance mechanism is working properly, as you increase the RMP. Best investment ever. Cheers Banjo

Has the distributor ever been removed from the car, & then reinserted ? When the timing mark on the edge of the crankshaft pulley, statically lines up with the zero degree mark line on the camshaft sprocket case; when You lift the distributor cap off, is the rotor pointing directly to the terminal for either the HT spark plug lead going to either cylinder no: 1 or 4 ? So what did you do or find, that changed the engine from "not firing at all", to "running", albeit lumpy ? Cheers Banjo

Hi Kayzz, You'll be pleased to know, I've been able to turn a K series "Bosch" distributor housing, into a Camshaft driven trigger wheel, & CAS signal. The technique that Altezzaclub suggested of retrieving the "tooth wheels" from the 4AGE dissy, & "turning them down to fit the narrow K series dissy; was a good one, but not having a lathe, I settled to fit an aluminium disc to the large K series Bosch dissy, which was more doable. It was not without some setbacks along the way. The disc could not be fitted in the large top section of the dissy, as the sensors would have to be fitted upside down, in the base of the narrow section, where adjustment of air gaps etc, would be difficult. I therefore turned the disc down, & was only able to fit 18 off magnets around the disc. The rare earth magnets are beautiful, but working out the right distance between them, & the best air gap; so they will turn off, can be frustrating. I eventually reverted to "assymetrical" rare earth magnets, that have their north & south poles on the same face of the magnet, rather than at each end. I've had it running on the bench, driven by a variable speed electric motor, & the results are excellent. The oscilloscope traces of the two streams of pulses, show crisp clean & sharp pulses. Have no doubt it will work well, on the 5K engine, when I get around to hopefully fitting it, on the upcoming weekend. Here are a few pictures I took along the way, as a picture tells a thousand words; so they say. The only proviso I have at the moment, is whether there will be any "jitter" in the RPM speed update to the ECU, as the holes in the aluminium disc for pressing in the magnets, was not carried out on a CNC machine; but by my steady hand. Also there could be some "timing scatter" from the CAS signal, as it mounted on the cam drive, which could have a couple of degrees of slop, in worn chain, sprockets & gears etc., to the crankshaft. But that's another subject, which I believe I have a solution for. Let's get it running on an engine, & then the strobe light steadiness; will depict, how stable the RPM update, & CAS signals are. Cheers Banjo

You appear to still be having trouble sourcing the origin of your 'ignition issue"; so sometimes it helps to look at the problem diagramatically, & seperate this circuit from all the other circuits in the car; which sometimes look very complicated, when You look at a automobiles wiring diagram, in a manual. The ignition, in these early cars are very simple. The "contact points", in the distributor; which control the whole ignition system; are depicted on the RHS of the above sketch. When they are open, with the ignition switch off, nothing happens. There is no power from the battery, & the points, being opened, don't allow any current to flow through the coil. The real problem with these early systems, was that everything electrical in the car is powered by the one battery. Lights, horn, wipers, radio, fuel guage, temp sensors; ignition system; & the starter motor. The problem is that nothing draws more power from the battery, than the starter motor. It's not uncommon for the starter motor to draw 100s of amperes, when You place the ignition key in the start position. On a dark night, turn your headlights on high beam, & then start the car. You will notice the head lights dim noticably, whilst the starter motor is engaged, & trying to start the car. Some of this dimming of the lights, can be caused by undersized wiring in the lighting circuit, or bad connections. A battery gets sulphated as it gets older, & when the battery is trying to turn over a cold engine, in Winter; it's not uncommon, for the battery voltage to drop 2 - 3 volts. Corroded connections at the battery, will also create voltage drops, during cranking, which is why they should be regularly cleaned. The ignition system, in your Corolla, is very simple. The cam on the distributor shaft, opens & closes the distributor points, as the engine cranks. When the points are closed, it completes the ignition circuit. Current flows through the coil & "charges up", the primary winding of the coil. Somewhere around 10-12 degrees before T.D.C. the points open, & the current stops flowing through the primary of the coil. The built up charge; collapses in the coil primary winding, & this generates, & induces; a very high voltage in the secondary of the coil, which is connected to a spark plug via the rotor button, in the distributor cap. The very high voltage jumps across the spark plug tip, & your engine fires into life. So starting a car is designed, to work, with a fully charged 12 volt battery. However, if the battery is olde, the climate is cold, the battery voltage is lower than normal, the full battery voltage will not be capable of creating the required spark. Engineers, were quite aware of this issue, & realised that it is not uncommon, for the battery voltage to drop to say 9 volts, during cranking. They decided, that they provide a 9 volt ignition coil, instead of 12 volt, so that when the battery voltage drops to 9 volts during cranking, the coil still provides full output. It works perfectly, but there is an issue. Once the engine starts, & the starter motor stops; the battery voltage will return to 12 volts. Actually, it returns to more than 12 volts, as alternators feed voltages of 12-14 volts to the battery, to keep it fully charged. 12-14 voltages are not good long term, for a coil only designed for 9 volts. It will heat up; & may eventually fail. So the engineers placed a ballast resistor between the battery 12v & the coil positive terminal, that "drops" about 3 volts approximately, from the 12 volt supply to the coil. So the ballast resistor, is in use, continually, whilst you are driving your car. It is however shorted out, during cranking, by the ignition switch, in the "start" position, so that the 9-10 volt battery voltage during cranking, is fed directly to a 9V coil providing full coil output. So if you are measuring 9v into the ballast resistor & 5 volts out, that is not enough to drive a 9V coil, assuming the coil fitted is a 9V coil. This is why I suggested running a wire from the battery terminal to the coil +ve terminal. The other item we have not spoken about are the "points", or correctly, contact points. These switch a lot of current, & can become pitted, & "pass metal" from one contact to the other. The rubbing block on the points, that follows the four cam lobes on the distributor shaft, do wear & the points get closer & closer together; which is why they need cleaning, & sometimes filing, & the gap resetting, every now & again. The other item that is critical is the capacitor/condensor, across the contact points. As the points open & the charge on the primary winding collapses, an arc is created across the points. The condensor is there to limit this happening. If You are only getting 5 volts into the coil, then it is no surprise that the engine won't start. That is why I suggested running a wire directly from the battery +ve terminal, to the +ve terminal of the coil. If it still won't start, then put some jumper leads to another battery in a running car, & measure these voltages at battery & coil again. Cheers Banjo

Under what conditions is that happening ? Is that with the ignition simply turned on, or with the ignition switch is the start position ? What You really need is a test light, which is simple to use, & is not complicated, like a multimeter. Atezzaclub & myself, both have one of these. You can pick them up on ebay, for around $ 15 - $16 each. It is not just a test light, but has a 12 volt DC digital voltmeter built in. Did You run a wire from the battery positive terminal to the positive (+ve) terminal of the ignition coil, then try to start the engine, with the ignition coil ? Have you taken the distrbutor cap off, & turned the engine over, to see if the points are opening & closing. If the rubbing block on the points wears down, then the points will never open. Cheers Banjo

This ignition system was working before You changed from auto to manual, by your accounts. Because it is completely dead, I expect, that something has been damaged or changed, during the changeover, particualrly, if You have been under the dash, putting a manual clutch arrangement in. I'm assuming that the engine cranks OK, when You turn the ignition key. Try this ! The single wire coming out of the distributor, should go to the "negative" terminal of the igniton coil. The "positive" terminal of ignition coil should go to the ballast resistor. Run a temporary wire from the positive terminal of the ignition coil directly to the postive terminal of the battery. Try starting the car with the ignition key. If it still does not run, then the culprit can only be the ignition coil or the distributor points or condensor. We are however assuming that the rotor button, & little spring loaded carbon bush in the distributor cap are OK; as are the HT ignition leads from coil tower to dissy, & from dissy to spark plugs. A good suggestion, is to try starting it, with the bonnet up, but in the dark. If there are any HT (high tension) breakdowns in the coil, or spark plug leads, there should be visible, in the dark. You will find the issue, if you follow this simple proceedure. Cheers Banjo

Sorry Dave, I'd forgotten that You had a lathe ! I purchased two (2) of these aluminium discs, so if I can find a second Bosch dissy, there will be another disk to machine down a bit. They are 70mm in diameter, & I need to reduce them to about 54-55 mm, to fit in the bowels of this larger Bosch dissy. https://www.ebay.com.au/itm/395447722123 They are actually sold as a fitting to attach under furniture legs to spread the load on soft surfaces, or allow furniture to be easily slid across carpet. Cheers Banjo

Thanks Si, I'll await with bated breath. I've tried ebay & Gumtree & the like, but nothing listed there, unfortunately. Yesterday, I turned down the aluminium disk, in an unconventional manner; as I "don't have a lathe". I had previously attached the aluminium disk to the shaft. Now, the disk sits nicely, in the bottom end of the dissy body, so later today, I'll mark it out, to drill & insert the rare earth magnets. Looking like it is very possible, & could open a lot of possibilities for K Series motors, with a "drop-in" item, plus an ECU. Cheers Banjo

I'm currently, "experimenting" with building a "cam based" trigger driver, to provide CAS & crankshaft pulse trains; so that an ECU can quickly & easily be hooked up to any K Series engine, without the need for a stream of crankshaft generated pulses; from either the front crankshaft pulley, or the rear flywheel. When I attempted this, I looked around my shed, & could only find one of these "Australian Made" Bosch dissies. I have plenty of the olde narrower Denso dissies, that were fitted to the K series engines, both in points & VR sensor arrangements. I really want another of these larger Bosch dissies, for the K series; so if anyone has a spare one; & is prepared to part with it, & sell it; then please contact me, in this thread, or PM me. A couple of pics to show / demonstrate, that progress to date is good, & I'm pretty sure it will be " a goer". And yes; that above, is a jam jar lid, again ! The reason I need the wider dissy, is to accommodate the largest alumium disk to fit a ring of rare earth magnets. P.S. "Not a rotor button, Spark plug lead cap, or set of points in sight" Cheers Banjo

Hi Kayzz, How are you going getting all your bits together for this engine ? Would love to see some pictures of the kit, if You can post them. Cheers Banjo

Hi Kayzz, That must be a new dissy, that You've pulled to pieces, as it is pretty clean ? It is looking like You might have to await One Six industries, to produce their suitable dissy, for your modified 4K-U engine. Your STM Pro ECU, will need two (2) electronic inputs. A CAS single pulse, & a stream of crank or camshaft pulses, to provide crankshaft speed & position. The aftermarket physically large dissy I saw on the internet, suitable for Toyota forklifts, fitted with 5K petrol engines, is not what it seems. Because it labels it as suitable for Toyota forklifts with electronic ignition, I "assumed wrongly", that Toyota had fitted an ECU to these later model fork lifts, & therefore needed a upgraded distributor, with CAS & trigger wheel outputs. Wrong; I was fooled by the apparent size of the distributor, assuming it had a CAS & trigger wheel, of some kind enclosed. When I look at the picture again, I realised it has a vacuum bellows on it, which indicated it has mechanical automatic advance/retard therein. On top of that the lead coming out of the distributor has a connector with only 2 wires, when I blow up the picture. That indicates, that it does not have an inbuilt CAS & trigger wheels. It would have 4 wires, if it produced CAs & trigger wheel pulses. Sorry, to get your hopes up, but it is back to square one, or await for One Six Industries, to produce one. Alternatively, You can build a simple CAS signal into the dissy you have, as Alteezaclub has suggested, but the crank trigger pulses would maybe best delivered by a crank mounted toothed trigger wheel, or maybe flywheel, as I have also mentioned. I haven't looked up the specifications for the STM Pro ECU, to see whether, it can accept crank trigger position pulses, generated by the camshaft. Have You confirmed that previously ? I have no experience whatsoever, with this brand of ECU. P.S. Did You buy this STM Pro ECU kit new or second hand ? I read somethwhere about these being in a kit form, that You have to build yourself. My current suggestion is; that whichever way, You ultimately go; You will need a CAS signal, if You are set on running this engine, in sequential injection & ignition. You should convert this dissy in your hand, to a CAS pulse output device only. All You need to do, is follow Altezzaclub's suggestions, of creating a single tooth off the main shaft, & pick it up with an appropriate Hall effect sensor. You could cut all those pins off on the spinning base plate; including the centre shaft, & fit a rare earth magnet, with it's South pole facing vertically, at the top. Then refit the plate, with the two (2) screws in the case, & drill a hole in the plate, in line with the magnet pole, to mount the Hall Effect sensor vertically through the plate. The Hall Effect sensors are cheap & available, & most sense a south pole, & are mounted in a threaded tube, so are easy to adjust, so you have a gap of 1-2mm between maget south pole face, & hall effect sensor face. N.B. Don't try to cut any of those pins off, without removing the shaft assembly from the disributor body. You will have to remove the roll-pin, in the "gear", at the very bottom of the shaft, so You can push the shaft up, & out of the distributor. Alternatively, You could cut off 2 off the three steel posts, & leave the longest 7 furtherest from the centre, & sense it with a Hall Effect sensor, that sensor iron metal, rather than a magnet pole, like below. ebay listing for Hall Effect Sensor Hall Effect Sensor Cheers Banjo

H Kayzz, I've been thinking about your issue & ignition/distributor needs, & what Altezzaclub has advised. Have a look at this link, here on the RollaClub website. https://www.rollaclub.com/wiki/index.php?title=Tech:Engine/K_Series/Electronic_distributor This is the base distributor You require, which is larger in diameter, than the other 5K electronic dissies. The chances of You picking up, one of these, in good condition; is about the same chances of winning the lottery. These were specifically manufactured for the 5K engines, utilised on Toyota forklifts. I have noticed on ebay, that there appears to be a replica of these dissies, produced; although I haven't been able to find a local ebay seller, stocking them in Australia. It would have to be purchased from an ebay seller in China. The reason these have come to be; is that the 5K Toyota engine, is greatly "prized", in S.E. Asian countries; but particularly, Malaysia & the Phillipines, where they fit them in mini Jeeps, & in Malaysia they power racing water canoes. https://www.youtube.com/watch?v=PbGLWHxeru0 One is going to set You back, about AUD 300, but You will get a base component with new bearings, cogs & seals; which will cost You money if You purchase or find a second hand one; & then have to source all the bits to recondition it; even before converting to a CAS & cam/crank trigger wheel. ebay 5K Electronic Distributor for 5K Forklifts Hope that gives You another alternative. Cheers Banjo

Hi Kayzz, I don't have the luxury of a machine shop, or even a small lathe (but I do wish); but there are lots of things You could try, with basic hand tools. The photo above is of a K Series dissy; although it is the wider one, originating from Bosch, rather than Denso. You can see from the picture; that once You strip out the top plate, & all that is mounted on it; it gives You plenty of room, to create, a single protrusion, to create a CAS pulse, with a multitooth wheel above it. This was an experiment I tried a few years ago. I mounted a single "rod" rare earth magnet, on the spinning plate. Over the top of that, I mounted a piece of printed circuit board, with four (4) off Hall Effect sensor elements, that picked up the pole of the magnet, spinning below the circuit board. It worked well, & operated like as an "electronic rotor button"; as it switched four seperate ignition coils, on & off, to their respective spark plugs. I ran it in my KE-30 for about 6 months, & it worked perfectly, in co-ordination, with a Jaycar programable ignition module. The simplest way, would be as Altezzaclub has suggested, with a multi-toothed wheel, mounted above the single tooth CAS tooth. If you've already got a K series dissy; You just need a later model dissy, from a 4AGE or MR2; that you can grab the toothed wheels, & fit them to the original K series dissy. Using the dissy arrangement, means You don't have to fabricate a dummy shaft, to drive the oil pump. Cheers Banjo

The bulk of the Denso K series distributors were quite small in diameter, as they only had points in them; & certainly wouldn't have the room, to transfer the tooth metal wheels across, from the MR2 dissies, & similar; even if You did have access to the lathe, & cutting equipment to make it all go together. The exception was the Bosch dissy, from K Series engines, which was much larger in diameter , than the Denso model, which is quite "narrow". It is the Bosch one, I am going to try to fit a flying magnet disk inside. My dissy, is not for sale. The one I depicted, does not even belong to me. I have been assisting a friend of mine, here on RollaClub. Even if You decide to not use a gutted dissy; You will still need to make up a dummy shaft & cap, to fit in the dissy location point; to drive the oil pump, directly below the distributor. Olde K series Denso dissy cut down, & a dished Welch plug, sealing the top of the shaft. Have you considered just putting a commercially available trigger wheel, on the front crankshaft pulley ? Cheers Banjo

There is a growing pool of engine fans, who are resisting the use of the camshaft, for producing really accurate engine timing, despite the fact, that all early engines, worked this way; as the dissy was directly driven from the camshaft. The crank is the by far, the more stable way to create timing information that is constantly changing. However, there is some resistance, by those that are engaged in some forms of motor sport; like rallying; that the crank pulley trigger disks etc, are too prone to damage from road debri being thrown up into this area. There is however, another way, which involves placing the trigger wheel, on the rear of the flywheel, where it is totally protected. Funny, when I first started this Timing Accuracy journey; I tried counting starter teeth on the flywheel, until I discovered, there was rarely a flywheel, with the number of teeth, equally divisible into 360 degrees. However, fitting rare earth magnets to a aluminium plate, in behind the flywheel, is a very protected area. I've just received a large alumium disk, to which I will fit 36 off, rare earth magnets, & it will be installed into the rear of the flywheel. The Hall Effect sensors, will be mounted behind the sump, through the large steel plate, between the bell housing & the rear of the engine block. I've mocked it up, in cardboard, & it will all work well. Just got to get the disk & flywheel machined, & it will be a very stable & accurate way of producing rock solid crankshaft pulses , for the ECU, & leave the lower front of the engine, complete unmodified & molested. Cheers Banjo

Where in "the world" are You located ? My guess is the USA ? Is the 4K engine with 7K EFI already in a vehicle ? Are You doing; or have done a COP conversion ? Have You already sourced an aftermarket ECU ? Sorry about all the questions, but I'm trying to create a picture in my mind, where You are at, with this project. Pictures please, as they tell a thousand words. P.S. I've never had a Gilmer drive, but I hear they are pretty noisey ? P.S.S. I've just looked up Endeavour Engineering, & they are in Sydney, but are a construction company. Cheers Banjo

Hi Kayzz, So correct me, if I am wrong; but it appears You have a standard 4K engine, & have been lucky enough to get hold of all the EFI gear, from a 7K 1.8L engine, which You will fit to the 4K engine ? That's how I started out on this little project, & I have a 4K engine here, already on a stand, with all the EFI gear all mounted. However, I love the 5K, for it's ability to rev more freely, than the 7K, which was really developed by Toyota, for commercial vehicles. I currently have a 4K-U engine in my model KE30 2 door sedan. The 4K-U produced almost as much horsepower as the 5K, if you look at the specs in the mamuals. What particular 4K engine do You have ? What is the subscript letter after 4K ? The dissy, I depicted at the end of my earlier post, showing the dissy Altezzaclub & I have modified for his 4AGE engine, is a different dissy, to that, fitted to the the K series engines. I actually started out modifying the 4AGE dissy, by experimenting with a aluminium disk inside with embedded rare earth magnets, around the periferal, of the 70mm dia. disk. The only way I could fit them all in, & get 36 pulses per camshaft revolution; was to use assymetrical rare earth magnets. It got a bit too hard at the end, & we were running out of time; so reverted to counting the teeth in the existing 4AGE dissy iron teethed wheels. I still aim to try & build a dissy with 36 magnets fitted to a spinning aluminium disk, for a K Series engine. Strangely; it was only this morning, that I grabbed one of the "larger" Bosch distributors, that were fitted to some K series engines. From the photos below; You can see that not only, will the 70mm dia. disc fit; but it will sit low inside the dissy, which will provide room, for mounting two Hall Effect sensors, directly above the disk. It's early days, with that project, but after today's measurements, I'm pretty sure it is going to be possible, if I can sort out the issue of turning the Hall Effect sensors on & off; with the rare earth magnets, so relatively close to each other. P.S. Where about are You located ? If You are anywhere near Brisbane, Qld. , You are welcome to call by, & take a look, & discuss, what is possible. The photo below, is of said 4K engine on stand, with all the 7K EFI gear already mounted, & a COP cenversion. Cheers Banjo.

Welcome aboard, & thanks for your query. You've obviously read my thread above, in which I have experimented with several positions for the CAS signal generation. You can actually run the engine, in "wasted spark" mode (1&4 - 3&2), where you don't actually need a "CAS" signal at all. However. if You are wanting to run the engine in sequential mode ( firing order 1-3-4-2; then You will need the CAS signal. It only has one "purpose in life"; to tell the engine management system (EMS) or electronic control unit (ECU), that the next cylinder to be fired is no: 1 cylinder. This signal must occur after cylinder 2 has fired & before cylinder 1 is fired . A commonly used position, is somewhere between 90 deg & 60 deg B.T.D.C No: 1 cylinder. After reading my thread above, You can see I experimented with the CAS in several spots on the engine. As I was ultimately going to be running injectors, rather than a carby; I modified an olde fuel pump, to produce a single pulse per camshaft rotation, from the single fuel pump lobe on the camshaft. This worked, but the camshaft fuel pump lobe was not in the ideal position, to the opening in the block, for the fuel pump CAS option. Another idea, which again worked; was to add a rare earth magnet to the camshaft sprocket, & pick the magnet's presence up, with a Hall Effect sensor mounted through the camshaft sprocket alloy cover. This worked perfectly, & provided an LED built into the Hall Effect sensor, which made it easy, to determine the number of degrees before TDC No: 1 cylinder, that the CAS signal arrived, as this figure is always needed to setup up the ECU or EMS controller, in sequential mode. Ultimately, I didn't use this position, as if You ever have to access the magnet on the camshaft sprocket, it is a P.I.T.A., to get the camshaft sprocket alloy case off; particularly in situ in the engine bay. I ultimately created a CAS, cutting down an olde 3K dissy; gutting it, & fitting a single aluminium arm, with a rare earth magnet, pressed into the end. The Hall effect sensor, simply pokes through the side; & the arrangementment still provides a visible LED, to indicate a CAS signal. It is reliable; easy to access & adjust, & provides visual indication, via the LED, in the Hall Sensor, that the CAS signal is working. P.S. Interested to know, what you are planning on using; to create the crankshaft pulses, for your conversion. It is possible, to generate the crankshaft position pulses from the camshaft, with a multi-tooth wheel or similar, within the distributor itself. Toyota did this on some of the early disses, used on 4AGE engines & the likes. Altezzaclub & myself, have recently carried out a conversion, to one of these dissies, for a full COP conversion, on His 4AGE engine. The original dissy, had a 24 tooth wheel; as well as a 4 tooth wheel. I simply cut off 3 off the 4 teeth on one wheel, to produce a single CAS pulse; & the uninterrupted 24 teeth, became the crankshaft pulses. Most ECU; have settings, to tell the ECU whether the train of continuopus pulses, are generated by the camshaft or crankshaft. The Hall Effect sensors, are a proprietary product, designed for an ATV; so are relatively compact, & readily available. Cheers Banjo

Temporarily short out the ballast resistor, & try & start it. That actually should happen whilst the ignition key, is in the start position, but may not now be wired correctly, to do that. Another possibility, is that the ignition coil has been replaced at some time with a 12V one, rather than a coil designed to be used with a ballast resistor, which gives full output, at a lower voltage (9-10V typically) when used in co-ordination, with a ballast resistor. Cheers Banjo