See all 22 photos. In our LS Engine Picker's Guide article click here we scavenged backyards and junkyards for LS engines, blocks, cylinder heads, intake manifolds, and other essential parts for your next build.
There are some obvious changes like the cylinder head design and displacement, but there are plenty of less obvious variations that can alter your build drastically. Let's start with a few things covered last time. While some Gen IV engines do use cathedral port cylinder heads, pretty much all are of the later, LS6 design.
Bycathedral port use was mostly restricted to just the 5. It is worth noting that all three style heads require different rocker arms, intake manifolds, pushrod lengths, and even valve covers in some cases.
LS7 rockers on the other hand are 1. LS7 rockers attach directly to the head without a separate stand commonly found on other LS heads.
This can sometimes be rectified with a Dremel, but the bolt pattern is a bigger concern. Early LS1 heads '98 have perimeter bolts rather than center bolts to secure the valve covers. The block itself has different knock sensor locations. As the result, both have different valley covers. Ideally you will want to use a Gen III block with a Gen III PCM and vice versa, but the knock sensors can be made to work in a different location after some necessary rewiring of the engine harness and tuning changes.
Gen IV engines also place the cam sensor in the timing cover, while the Gen III's goes through the top of the block at the back of the valley cover. The Gen III has a corresponding sensing ring on the cam itself, at the very back just ahead of the final journal. The Gen IV, conversely, requires a different cam sprocket to grab a signal.
The Gen IV cam sensor signal is 4x, which matches a 58x crank reluctor wheel. The Gen III has a 1x cam and 24x crankshaft reluctor ring. While we know not everyone chooses to stick with EFI on LS mills, your method of control should be the first decision you make. In terms of price, going the Gen III route can be more economical, but these days we'd venture to say it is nearly a wash in terms of the engine itself. The Gen IV, though, is typically a more expensive ECM and it requires an electronic throttle body with a corresponding gas pedal.
For this reason, many swappers prefer the Gen III style with a cable throttle body. But the E38 and E67 controller, as well as the drive-by-wire throttle bodies, do offer a level of refinement and control not found in earlier models.
Of course, you can always throw an aftermarket ECU into the mix, which alleviates some of these concerns. Though, that is a discussion for another day. Here are six variations on the LS throttle body. Top left is a traditional 78mm cable-operated F-body-style throttle body while the two below it are electronic truck throttle bodies.Remember Me?
What's New? Page 1 of 2 1 2 Last Jump to page: Results 1 to 20 of Thread Tools Show Printable Version. Ls2 Knock Sensors on a Ls1 Pcm?!?!?! I would love to know as well gonna run into this soon, has to be a way unless just running LS1 style sensors on the side of the block where the ls2 sensors plug in?
Not even sure if the thread size is the same. You can use Ls1 Sensors on the sides of the block, We've done it before while installing Ls2's and Ls3's in F-Bodies, your have to possible drill and tap a exsiting threaded hole on the block, depends on the headers your running if the sensor would be in the way or not.
I Havn't looked in to where I could put the Ls1 Sensors at in my Vette yet I was trying to see if I could use whats already there and just plug in Hp Tuners and change a setting first. They cannot be tuned to work. Originally Posted by mecanicman. Originally Posted by FirehawkLs1. Originally Posted by SSUte I have access to EFI Live I might be putting a shot on this car soon I believe it also requires repining the pcm.
Mecanicman, have you ever seen an E38 OS that can use the older resonant style knock sensors in the lifter valley of an LQ4? If so any idea what the pcm pinout change would be? Stock 5. I guess it doesn't really matter. I believe the option is available for all and 1 mb pcm and p I have never seen it listed for e Theres your description on what to do and how to set it up. Attached Images LS2knocksensor. JPG James Short - James ShorTuning. Thanks guys! I just used 8.
I get knock in the same areas while data logging as I use to on my old motor with same timing table. Old 5. SO to bring back an older thread Burst knock has nothing to do with the knock sensors It is anticipated knock and triggers when cylinder airmass delta is beyond a certain threshold.
Also the knock sensors work hand in hand with crank position sensor to determine which cylinder is knocking.An engine management harness is pretty much what you will find from most wiring harness companies.
Basically, it contains all of the necessary functions to make the engine start and run, while also supplying any necessary signals from the computer such as speedometer and tachometer. There are no main power feeds required for this harness, just a single switched ignition power will switch a relay in the harness that in turn, supplies 12V power to all of the required engine sensors and the ECU. These harnesses are designed for the hot rod, or project car that will be using aftermarket or mechanical gauges.
There is no output wire for oil pressure or temperature gauges since the aftermarket usually supplies sending units and wiring for these. All of our harnesses, whether it is a complete custom harness, or our engine management harness, come with an easily accessible DLC Data Link Connector that is usually long enough to be mounted in the passenger compartment.
This allows for easy access to the ECU via a laptop or standard scan tool. Harnesses come covered in standard OE split loom. Optional braided loom available for an extra charge. The Fuses and Relays for custom harnesses can come one of 2 ways.
All of the fuses and relays are labeled on the underside of the covers just like a factory vehicle. You can look for a few things to indicate if you have VVT. A non-VVT engine will have 3 wires. This should be noticeable from the back of the engine.
You must be logged in to post a review. Description Additional information Reviews 0 Description Harness images shown are sample images.
LS2 PCM & Startup Flash Service
Actual product may vary. Our stock harnesses are 4 feet from the rear of engine passenger side. Front timing cover with 5 wire connector for VVT, and bulge in the timing cover under the water pump are indications that the engine you are working with has VVT. Reviews There are no reviews yet. Select Your Options. Tags: 4. Choose an option E Choose an option No Yes.The only solution to either of these problems was a crank trigger and aftermarket EFI-both of which are pricey, not street-friendly, and a pain to install.
Why, you might ask, has no one managed to do this before? So it came as no surprise that when I asked him about his kit he described it with a smile on his face like it was his son that just pitched a no-hitter in little league. The key components that allow the late-model SBC and LT1 to run using an LS1 PCM and ignition are: the 24x crankshaft reluctor wheel, custom wiring harness, and dummy distributor that acts as a cam sensor.
Sounds surprisingly simple, doesn't it? Other supporting components will also be necessary such as an LS1 PCM obviouslyignition coils, plug wires. The slickest part of the whole endeavor is that nearly all of the parts used are OEM. We hope to take a look at the LT1 system in the future, but for our first experience we decided a highly modified TPI motor would make the best test subject.
Enter Byron Jay, who hails from St. With a fortified R4, Yank converter, 3. Though these times are quite impressive, it was immediately apparent when we first heard its 1, rpm idle that the LSA cam would definitely feel more tame with the LS1 PCM and ignition.
EFI Connections LS1 PCM/Ignition Conversion - Bridging The Gap
Follow along as we bridge the gap between old and new technology. Treat your classic Corvette to a professional dyno shop super tune.
We upgrade the cooling system in our big-block—powered Camaro using a Frostbite aluminum radiator, dual SPAL electric fans, and a Weiand water pump. In part 3 of our junkyard 4.Torqhead PCM \u0026 Electrical Wiring
Here are the 14 known, functioning mid-engine Corvette engineering, concept, and racing cars. Chevrolet Performance offers turnkey engine swap options that get you back on the road and into horsepower in a weekend.
Here are 10 engine bearing clearance tips to consider before building your next engine. Chevrolet Performance SP crate engine, nitrous combination dyno test and cam swap at Westech Performance. GM High Tech Performance. How To. Sources EFI Connection. View Full Image. Connect With Us. Get Latest News and Articles.
Newsletter Sign Up. Related Articles. Get a professional dyno shop super tune Treat your classic Corvette to a professional dyno shop super tune. Junkyard 4. Ten Important Facts About Engine Bearing Clearance Here are 10 engine bearing clearance tips to consider before building your next engine. Tricks to get more power from your small-block crate engine Chevrolet Performance SP crate engine, nitrous combination dyno test and cam swap at Westech Performance.Of these, few have been as iconic, or well-received, as the LS platform.
Through its many renditions and technological advances, the LS series of engines have been touted far and wide as offering the ultimate in raw performance potential. Of the memorable engines featured within the LS series, one particular offering stands out for its versatility and raw ease of adaptability, over all others.
Its role within the Corvette line had remained unchanged for eight years, with only subtle upgrades and revisions taking place during its tenure. GM was also poised to release the all-new C6, and as such, felt it only fitting to offer consumers something new and original under the hood.
Universal / Standalone LSx Gen IV DBC Wiring Harness - PRO SERIES
At the same time, design and development within the LS program had turned toward an increasing interest in fuel efficiency, making further technological advancement necessary within this realm to achieve success. GM touted the LS2 as featuring a newly developed engine block. The LS2 even came fitted with LS6 era cylinder heads. This level of compatibility has made the LS2 quite popular among engine builders and performance modders alike. The LS2 also featured an increase in cylinder bore dimensions from 3.
This initial Gen IV small-block was capable of producing horsepower at 6, RPMand churning out an impressive lb. The LS2 also made use of a smaller camshaft than that used in conjunction with the LS6.
In the realm of overall performance, the LS2 displayed a greater amount of torque throughout the entirety of its power-band, than that of the LS6. The LS2 also featured an increased compression ratio of The LS2 also featured newly adapted exhaust manifolds, which were designed for weight reduction, and increased flow rates.
The Active Fuel Management Technology made available within the Gen IV small-block design relied upon a set of specialty collapsable lifters, a Lifter Oil Manifold Assembly, and function-specific engine controller for intelligent function. When at cruising speeds, the ECM signaled for the deactivation of four cylinders. Upon deactivation, lifters within the dead cylinders were allowed to compress, making rotational camshaft function possible, without valve actuation on affected cylinders.
Though the LS2 only spent a few years in the sun, the storied engine was featured in several factory applications. The following list provides insight into which GM models carried the LS2 under the hood. The early Gen IV engine was only used in limited factory applications for a period of 5 years.
However, the LS2 did find its way into several specialized applications during its tenure. This Nascar specific LS2 was capable of mustering hp, and lb.Technically, any computer that meets the minimum requirements can be used, as long as you can get it to the car.
Hauling your desktop into the garage may not be practical, so consider picking up a laptop new or used will do. Tablet-type laptops are the best for programming. The first step in programming is to shut off all screen saver and power management functions.
With the mouse in a clear spot on the desktop, "right click" the mouse and select "properties. Once you're done programming, you can reset to your normal screen saver and power management settings. The new keyless ignition system on C6 Corvettes will make the connection process somewhat of a challenge. The ignition must be "on" with the engine "not running" to enable reading and programming.
We moved the shifter to neutral and cycled the switch until the display called for pressing the brake to start the engine.
Ten seconds after reaching this mode, we were able to initiate the program. You'll need to read and tune separate files for each. TCM file editing is split into two main sections. The Transmission Calibration section encompasses the majority of trans functions. The Transmission Diagnostic section, not active in our early version of LS2-edit, will eventually house the tranny-related DTC codes and self-testing toggles.
Flash tuners are all the rage now. After the evaporation of ECM "chips" from the OEs' offerings aroundit took a solid 10 years or so for the PCM re-flashing business to evolve into the reliable and fairly optioned market it is today.
Carputing partners, Ken Kelly and Dave Hempstead, have been two of the pioneering forces that have consistently led the pack along the way. Carputing got its start back inwhen principals Ken and Dave met each other through a chance virtual dialog jawing about LT1 transplants on an Internet message board.
Ken, a year veteran of cellular research at Bell Labs, was dropping an LT1 powertrain into a Ford roadster and Dave was installing an LT1 in his Ford roadster. The duo, armed with a combined 56 years of professional electronics and computer experience, quickly realized they could "build a better mousetrap. Enter LT1-edit.
It didn't take long for the word to spread about LT1-edit and with that came the demands for a similar LS1-based tuner package. Carputing responded with the first flash tuner available to the masses for reprogramming the LS1 PCM. LS2-edit, or 'Edit for short, is based on the same familiar LS1-edit architecture.
Emphasis is on function and capabilities, rather than fancy colors and loads of graphics. Several notable improvements have arrived with LS2-edit. The flasher-to-computer interface is now super-fast USB-based, rather than the old and slower serial connection.
The flashing process has evolved into a seriously robust and safe process, practically eliminating the infuriating side effect of any mishaps during the flash process that, historically, could result in frying your PCM into a doorstop; Ken tells us no ECMs have been "fried" with LS2-edit. The good news is that LS2-edit covers both. Rather than simply deciphering the '05 codes for the LS2, Carputing had to develop a new module and computer interface capable of working with GM's tricky new CAN setup.
Included with each purchase of 'Edit is a 6-month update service agreement. Every time an update or revision to 'Edit becomes available Carputing emails a set of new files to active recipients. The update system allows consumers to get their hands on 'Edit as soon as possible--and get the basics of the tuning handled up front.General Motors introduced electronic throttle, or drive-by-wire, with the LS1 engine in the Corvette.
Electronic throttle was released before cable throttle for the LS-series engine family. Inthe Camaro and Firebird received a cable throttle LS1 engine. Navigating through the various electronic throttle equipment may be intimidating, but look carefully at the components to ensure success. The Corvette received the same electronic throttle equipment from — Other than a few GM part number updates, the equipment remained the same and electronic throttle equipment can be interchanged.
The LS1 and LS6 engines received the same equipment. Everything changed throttle body, pedal assembly, and TAC when the LS2 engine was introduced in With so many different throttle bodies, pedals, and TAC modules, you must take caution to choose the correct combination of components. Choosing the wrong components could result in no throttle response and an illuminated MIL lamp. The Corvette throttle body is fitted with a TPS to monitor throttle blade angle.
It is also fitted with a motor, operated by the TAC module, to open and close the throttle blade. The TPS housing contains two individual sensors with separate signals, low reference, and 5V circuits. As the throttle blade is opened, TPS sensor 1 voltage sweeps toward 5V reference, and TPS sensor 2 voltage sweeps toward low reference.
This wiring diagram represents the — Corvette electronic throttle control system. The larger mm throttle opening and four-bolt pattern requires an intake manifold upgrade or an adapter plate.
Aftermarket wire harness adapters are available for a plug-and-play installation. The throttle position sensor is mounted on the bank 2 side of the engine and the throttle shaft motor is mounted on the bank 1 side of the engine. The blade on this throttle body measures approximately 75 mm in diameter.
The blade on this throttle body measures approximately 90 mm in diameter. Because the bore is larger and the four-bolt pattern is different than the three-bolt pattern of the LS1 intake manifold, the use of this throttle body requires a different intake manifold or adapter plate. This wiring diagram represents the — Corvette electronic throttle control system with LS2 throttle body. This bench test of the LS2 throttle body demonstrates the electronic compatibility with the — Corvette electronic throttle system.
The Corvette PCM and TAC monitor values from the three accelerator position signals to identify proper operation of the accelerator pedal assembly.
APP sensor 1 signals voltage increases as the pedal is depressed. APP sensor 2 and sensor 3 signal voltage decreases as the pedal is depressed.