General Motors rolled out the LS engine in 1997 as the primary powerplant for the brand-new-generation of Corvette. These engines have become the new standard for GM small-block V8 power, but only some people want to mess with EFI. The Daytona Sensors SmartSpark LS Control Module makes it possible to run an LS engine while still keeping a carburetor as the induction system for fuel and air.

There are numerous LS-based engine variants out there and those mills have found their way into just about every kind of vehicle. Not everybody wants to learn how to be an EFI tuner, so that’s why Daytona Sensors developed the SmartSpark LS Control Module. The SmartSpark uses the LS engine’s cam and crank sensors to control the ignition, while you control fuel and air through the carburetor.

The SmartSpark is easy to set up and will work with any LS-based engine.

The SmartSpark LS Control Module Explained

The SmartSpark will work with any LS1, LS6, LS2, LS7, and other LS engines that’s using a carburetor. You don’t need any special crankshaft for the SmartSpark, it will work with both standard GM 24- and 58-tooth reluctor wheels. You also don’t need special ignition coils, standard high-energy LS1 or LS2-style coils will work with the SmartSpark.

Frank Kondas from Dayton Sensors explains why the company used such a simplistic approach when it came to designing the SmartSpark.

“People want the benefits of the LS engine but don’t want to learn to tune EFI, or pay someone to do it for them. The SmartSpark makes that possible and allows people with carburetor experience to use the LS engine. They can build the car at home, choose some basic settings, and just enjoy their car.”

One of the big advantages of the SmartSpark is the ignition profiles that come preprogrammed into the unit. This means you don’t have to worry about creating your own spark table from scratch, you can use one of the nine that’s loaded into the SmartSpark. You do have the ability to create custom tables in the SmartSpark’s software, but we’ll cover that more later.

There are four manual adjustment dials on the outside of the SmartSpark. These dials allow you to select which mode the SmartSpark will function in, how much advance the ignition has, and set the RPM limit,  in 100 RPM increments from 3,000 to 9,000. If you want to make even more adjustments, you can use the SmartSpark software on a laptop to adjust both launch and burnout RPM parameters.

The SmartSpark can be used in all kinds of carbureted LS applications, and one of its big advantages is that it can be as simple or complex as you need it to be. When you start using the SmartSpark’s software instead of the knobs on the box, you get to really unlock what the unit is capable of. There are numerous adjustments and other options that can be used to maximize the potential of a carbureted LS engine.

“The SmartSpark runs the ignition side with 2D and 3D tables, so it’s capable of doing some complex stuff on the tuning side. It works on a wide variety of applications from airboats to high-performance vehicles. The SmartSpark gets rid of the knock system since that’s not used, and it uses the original coil system of an LS, so you don’t need a special ignition system. You can use the OEM coils to save money,” Kondas says.

You can use the SmartSpark Log software to look at engine data in real-time as you set the system up, or are making dyno pulls during the tuning process. The software will also let you make adjustments to individual cylinder timing when using an RPM-based offset up to five degrees. You can use the software to generate a custom advance table based on RPM and manifold pressure.

There are three general-purpose input terminals that can be used to expand how you use the SmartSpark to control your ignition. These terminals give you the ability to limit RPM in different ways, and if you add in the optional RTD-1 unit you can have multiple drive-adjustable retard functions. The inputs can also be used to control different power-adder functions as well.

Why You Would Use A Carb And How To Plan For The Swap

EFI is a technological wonder that has numerous positive attributes, but it isn’t for everyone. Learning to manipulate fuel maps and make the calculations required to calibrate an EFI system is difficult. A carburetor on an LS engine eliminates all of that and makes an LS swap much easier.

“People like sticking with carburetors because they’re easy to make work since it’s what a lot of guys know. The cost is also a big factor as to why people will stick with a carburetor. When you run a SmartSpark, it replaces most of the electronics. It gets rid of everything on the ignition side, but still uses the cam and crank sensors to run the engine. It’s very accurate, but still very simple,” Kondas states.

Want to run a power-adder with your carbureted LS engine? The SmartSpark can make that happen.

It doesn’t matter what type of engine swap you’re doing, you need to have a plan before you turn a wrench. The same goes for a swap from EFI to a carburetor because you have to account for several different things.

“You want to choose the engine that will work for your application. There are options from the 4.8 all the way to the 6.2, you need to know how you’re going to use the engine. You need to look at how you’re going to use the engine so we can get you the right parts. The SmartSpark box has up to nine different curves built in that fit just about anybody’s needs. You don’t have to worry about an EFI-style fuel system, so you can use a simple fuel system that the car might already have. It’s like a modern small-block Chevy swap,” Kondas explains.

Daytona Sensors has been helping people make the switch to the LS platform for some time. They know what goes into an engine swap that will use a carburetor and they’ve seen the same common mistakes made over and over again.

“We always try to tell people to pay attention to the camshaft position sensor and make sure they account for that in the swap. You want to use the front camshaft sensor swap kit. That makes it easier to access and opens up your options when it comes to parts. Another thing people don’t account for is if they’re going to use a power adder or how they plan to do with the engine in the long run. We need to send you down the right path and keep you from getting the wrong parts, so that information is important. It will save you from having headaches later when we can help the end user get the right parts,” Kondas states.

The SmartSpark does make using a carburetor on an LS-based engine easy, but you still need to make sure you install the product correctly. Kondas has a few tips for users to make the SmartSpark installation process as painless as possible.

“You’ll want to mount the unit inside the vehicle to keep it away from moisture and heat. It’s important to run it through a fuse first and use relays. The instructions are also important, they’ll show you how to wire things up without hurting the box. If you run into any problems don’t be afraid to give us a call, we’re happy to help our customers.”

The LS engine is a versatile unit that can be used in countless applications. If you’re not comfortable with heading down the EFI path the SmartSpark will allow you to bolt on your trusty old carburetor and enjoy all the horsepower an LS engine has to offer.