Update: I finished building a new MS3X/MS2 trans control harness and bulkhead plate with 3 35-pin Ampseal connectors keyed and color coded differently. It went much smoother than expected and the fit and finish is like that of a new car. Since I have a lot more extra room on the passenger side near the glove box due to the VA A/C kit I was able to build a bracket and mount the MS3X and MS2 piggybacked to each other vertically. I still have good access if I have to remove or service anything.
I built a new and improved engine harness and isolated the chassis harness so it all unplugs nice and easy if I pull the engine. I replaced my two ugly external fuse and relay blocks with a nice Bussmann sealed PDM that contains micro relays and mini fuses in one smaller footprint. I added several Metripack 150 and 280 series connectors to make it easy to remove too.... I strive for OEM level quality, reliability, and service wherever possible. All wires are color coded and printed TXL wire since I used a cut to fit DIYAutoTune kit.
The LS2 truck coils are now mounted to the valve covers and wires made up for them, and I started fitting the knock sensors. The bank 1 sensor mounted pretty easily to the unused engine to trans brace bolt hole, but I will have to get creative for bank 2 since there is little header clearance. I may need to dimple the tube. If anyone tries this, I used Delphi flat response sensors (listed for use on a 2004 Astro van, among other things) and slightly enlarged the mounting holes to fit a 3/8" bolt. These sensors are more of a "wideband" sensor and much more universal than traditional 1 wire sensors that are tuned to very specific frequencies. Ironically, they are cheaper too! I've also installed transducers to monitor oil and fuel pressure. I'll have warning lamps and derate strategies in place to protect the engine if anything drops off.
My next step will be mounting the crank trigger and getting a CMP sensor adapter bushing made. I already have the Jeep sensor on hand. I also have to modify the old MS2 for trans control duties, and am currently building and beefing up a 4L60E (flame away....) from the case up that I will be able to control from every aspect with the new trans control code. Given the power level and condition of my core, the case and valve body are about the only things not getting chucked. Once this car has overdrive it will see a whole lot more usage! I also want to give a shout out to Silver Sport Transmissions, who recently acquired the rights to Keislers old products. I started my own 4L60E conversion in the wake of that transition, and they were extremely helpful in hooking me up with the remaining parts I would have otherwise have to fabricate on my own. They were very nice and their prices were very realistic.
I cannot say the same about Quicktime; they know literally nothing about the conversion bellhousing they sell and were rude. I doubt I will get a callback from their engineer that supposedly made this thing. I don't know how you can manufacture, validate, and advertise a part without knowing specifically what 4l60E trans setup was used for design nor what parts need to be used to make it all work.... Scary.
I drove it to work at the end of November on MS2 before downing it for the season, and in sub 20F weather that was so far untuned/uncharted territory it performed flawlessly and started right up. I brought my laptop anticipating some tweaking being needed. My AFR's from the latest datalogs show a very well dialed in map with pretty little effort. I cannot recommend this system enough!
