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How do you wire wp8926r to pc2041d

I have a ready to use dis and coil ,wp8926 and pc2041d. not sure on how to wire them in my car elect. system. I have a 1967 chevelle with 327 eng.

Posted by Anonymous on


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Posted on Jan 02, 2017

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SOURCE: Remove left front fender 1967 Chevelle

There are quite a few bolts on this fender. One on the bottom of the rocker, one between the the door and fender on the "A" pillar, one on the cal, one on the firewall then several on the inner fender and several on the radiator core support. after these are removes you need to take ou the head light assembly and you should have a fender brace under the front of the car. Hope this helps.

Posted on Oct 07, 2009

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SOURCE: my car isn't firing. I changed my ignition coil,

Without looking at the diagram on our model Is suspect the pickup in the distributor has gone bad. In the early type distributors the pickups are prone to go bad but ground the wire from the coil to the cap and remove the cap, have a friend turn the engine over with the starter for a few seconds, check that the rotor button is turning !

Posted on Oct 11, 2009

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SOURCE: unable to remove dash pad 1967 chevelle

Go to Team chevelle dot com great advice for every problem in the forums

Posted on Dec 07, 2009

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SOURCE: i have a 327 small block i have spark and fuel but dont start

the coil will get hot with running ,timing must be out put cam back as it should be ,it will not run any better with the cam advanced ,this is tech talk by part time weekend mechanics that know sweet all nothing .reset the timing to static for number one TDC ,firing order 153624 ,the only way a cam will give more rpm is if its designed to with a different cam lobe configuration not just moving it ,This will also cause the engine to use more petrol because it has no power at the low RPM range .These boy racer mags think they know it all with their cog boxes and harry moss add on goodies ,and fancy paint jobs .If you want a faster car get a ferrari or a jaguar XK ,and ignore these so called experts who are all talk to baffle people like you ,if they think they know it all just ask this question ?? is this engine adiabitic or isothermal ,if they cannot or will not answer this question then just call them a sunday mechanic .

Posted on Mar 17, 2010

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SOURCE: I have a small block

9058fig2.4.gifnice ride

Posted on Oct 23, 2010

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It depends on your ignition system? If distributor ignition system, have to check distributor--dis cap--rotor--spark plugs--spark plug wires and electrical circuits. If dis ignition, no distributor, but a coil pack, also check electrical circuits. You could have coil on plug ignition or coil near plug ignition. I need more info?

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The pick up coil under the rotor buttton is probably out. Check the voltage on the red wire connected to the coil. If it has 12v then it is the pick up coil. I am pretty sure it is the red wire. It was on my truck, but it is the wire that isnt hooked up to the distributor.
You have to pull the distributor to replace the pick up coil. If comes off of the bottom. I changed everything on mine. Then ended up having to get another distibutor because it was rusted and seized up. wouldn't come apart. Got rebuilt one at autozone for 100 with trade in.

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Hey there,i have a 1991 msuatng LX with the 2.3L ho engine running an 8 plug head. it sounds like i may have a misfire of some sort or my timing may be out but im not sure how to tell, could someone give...

Insert each wire on the proper terminal of the ignition coil. Ensure that the coil boots are fully seated and both locking tabs are engaged. The terminals are identified on the ignition coils. Install wires as shown in the illustration. The 2.3L firing order is 1-3-4-2 for both ignition coil assemblies.

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The distributorless ignition system (DIS) for the 2.3L twin spark plug engine consists of the following components:
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The crankshaft timing sensor is a dual hall effect magnetic switch, which is actuated by the dual vane cup on the crankshaft pulley hub assembly. This sensor generates two separate signals, PIP (profile ignition pick-up) and CID (cylinder identification). The PIP signal provides base timing and RPM information, while the CID signal is used to synchronize the ignition coils. Initial timing (base timing) is set at 10 degrees BTDC and is not adjustable. Ignition Coil Packs
Two ignition coil packs are used for the 2.3L dual plug engine. The two ignition coil packs are triggered by the DIS module and are timed by the EEC-IV. Each coil pack contains two separate ignition coils for a total of four ignition coils. Each ignition coil fires two spark plugs simultaneously, one spark plug on the compression stroke and one on the exhaust stroke. The spark plug fired on the exhaust stroke uses very little of the ignition coils, stored energy, and the majority of the ignition coils, energy is used by the spark plug on the compression stroke. Since these two spark plugs are connected in series, the firing voltage of one spark plug will be negative with respect to ground, while the other will be positive with respect to ground. Refer to thePowertrain Control/Emissions Diagnosis Manual for additional information on spark plug polarity. DIS Module
The main function of the DIS module is to switch between ignition coils and trigger the coils to spark. The DIS ignition module receives the PIP and CID signals from the crankshaft timing sensor, and the SPOUT (spark out) signal from the EEC-IV module. During normal operation, PIP is passed on to the EEC-IV module and provides base timing and RPM information. The CID signal provides the DIS ignition module with the information required to switch between the coils for cylinders 1 and 4 and the coils for cylinders 2 and 3. The SPOUT signal (from the EEC-IV) contains the optimum spark timing and dwell time information. The dwell time is controlled or varied by varying the duty cycle (duration) of the SPOUT signal. This feature is called CCD (computer controlled dwell). Therefore, with the proper inputs of PIP, CID and SPOUT the DIS ignition module turns the ignition coils on and off in the proper sequence for spark control. CID is also sent to the EEC-IV micro-processor to allow for Bank to Bank fuel control. Failure Mode Effects Management
During some DIS system faults, the Failure Mode Effects Management (FMEM) portion of the DIS ignition module will maintain vehicle operation. If the DIS ignition module does not receive the SPOUT input, it will automatically turn the ignition coils on and off using the PIP signal. However, this will result in fixed spark timing (ten degrees BTDC) and a fixed dwell time (no CCD). If the DIS ignition module does not receive the CID input during engine cranking, random coil synchronization will be attempted by the module. Therefore, several start attempts (cycling the ignition from OFF to START) may be required to start the engine. If the DIS module loses CID input while engine is running, the module will remember the proper firing sequence and continue to fire to maintain engine operation. Dual Plug Inhibit
Dual Plug Inhibit (DPI) is a function of the EEC-IV that is only used when the vehicle is being started at temperatures -7° C (20° F) and below. During engine cranking, the EEC-IV will only fire the spark plugs on the right hand side of the engine. When the engine has started, the EEC-IV will send a signal to the DIS module to start normal dual plug operation. Ignition Diagnostic Monitor
The Ignition Diagnostic Monitor (IDM) is a function of the DIS module. The DIS module sends information on system failures to the EEC-IV which stores the information for diagnostic self test. The IDM signal also is used to drive the vehicle instrument tachometer, and test tachometer for system

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