I have a 94 Sunbird 4 dr with the 122 4 cyl and automatic. Nice little car. Starting to run rough, plug and wire change fixed that but ignition module (combination of coil and distributor) probably going bad. Parts stores want $600 - 700 for a new one, can't find aftermarket modules or replacements on-line. Any ideas? Junkyard looks like best option right now.
Try reposting this exact info over in the 2nd gen forum.I am sure either james cahill or rob dotter can answer this with a breeze.Both are solid on info on the gen yr you have and can better answer this.Super tired tonight or morning and noticed no replies and did see this several days ago.Ok
Yea those 92+ sunbirds are crazy. $700 for a coil pack. 91 and lower still had distributors. I would look into converting it to a cavalier coil packs if possible. They are $40 a piece and take two plus the madule they connect to. If you can conver it it would cost $200 and save you $500. I would sell you one but I never had anything newer then 91. Try a junk yard or search v6z24 and find an alternative. I would never buy one new as that's the price of the car.
On the inside my car looks like a fighter jet.
Maybe you are stuck with the coils and have to pay $700 or get one from a junkyard. This is from SlowoleJ on v6z24.
http://www.v6z24.com/jbodyforum/daewoo-transmission-fit-gm-j-body-t80443,highlight,sunbird+coil.html
The DIS module you're probably familiar with does several jobs. It synchronizes the firing of the coils to the crankshaft position, it delivers reference pulses to the ecm, and it receives timing signals from the ecm. It does not calculate and deliver ignition timing. During cranking when 5V is not applied to the bypass line the module will deliver spark at a fixed angle relative to TDC. For the pre 1996 2.2L engine the spark occurs at TDC. For a quad 4 engine spark occurs either at TDC or 15 deg BTDC depending on the crank. Cranking spark for a 2.8 / 3.1 should also be at TDC based on crank notch positioning, but someone who's actually measured it would have first hand information. When engine rpm passes a specific value, usually about 400 rpm, the ecm applies 5V to the bypass line and the module begins accepting timing information from the ecm. If the bypass line stays low, if 5V is never applied, then some ignition modules will add a fixed amount of additional advance above a specific rpm. I've observed roughly 20 deg fixed advance at about 2800 rpm. This is a simple mechanism, either timing is at base or it's at maximum advance when 5V is not applied to the bypass line.
The DIS module used in the 2.0 Sunbird is a different beast altogether. It's only job is to be a "switch" to turn the 2 coils on and off. It does nothing to synchronize the correct coil with crankshaft position and it does not deliver reference pulses to the ecm. The 2.0l OHC engine in the 'Bird is used extensively in Europe, South America, South Africa, and other markets and does not use Delco electronics in many cases. The DIS system is similar to Bosch designs in Europe having a 60 tooth reluctor wheel with a "double tooth" or "missing notch" indicating TDC. Much like the J cars of 96 and up, the crank signal is sent directly to the ecm. It is the ecm which controls 100% of the triggering of both ignition coils. Because of these differences the 92 - 94 2.0l Sunbird ecm is unique in the US among GM vehicles.
Prior to the DIS system, Sunbirds used a Delco distrbutor and the more common ignition strategy. Like the DIS modules in the 60 deg V6 cars, this distributor was responsible for synchronizing spark to the correct cylinder, for sending reference pulses to the ecm, and for receiving timing signals from the ecm. When the 2.0 was switched to DIS, GM simply removed the distributor and put a cover over the hole where it was installed.
On the inside my car looks like a fighter jet.
Quote:
When the 2.0 was switched to DIS, GM simply removed the distributor and put a cover over the hole where it was installed.
I haven't personally seen the difference.... but it almost makes me wonder by that statement if it would be possible to pull that cover and drop a distributor in there. I'd assume the drive gear is probably still in there.
i find it amusing that SHOoff has nothing better to do but follow me around & be an unhelpful dick in even cross-forum. - Jon Mick
Probably is but from the post I quoted it will not run righ t eith the ecu as it runs two coils and corrects timing in real time. It Sri not mpfimmhe would probably need an ecu change.
On the inside my car looks like a fighter jet.
