Don Nguyen

iTrader: (2)

I am trying to figure out of if this 2005 LS2 engine harness is going to be a direct plug and play connection to my 2007 LS2 engine.

I think the early LS2s had a 24x reluctor wheel, but I am not sure if that is more DME or wiring/harness dependent.

-Don

psiconversion

iTrader: (5)

What are the two engines from? I assume the 2005 is a vette and the 2007 is from a TBSS? If you dont know, then an easy way to tell if it is 24x or 58x is to look at the crank sensor. If it is black it is 24x, if it is gray/white it is 58x. Depending on what you find, that will determine differences in terms of wiring/ecm. Hope that helps.

Jon
PSI

Jones'n

If you are 100% correct on the years, then the 2005 is a 24x engine, and the 2007 is a 58x. So the wiring and ECU from the 2005 is not going to work on an '07 without something like the LPE 24x-58x conversion module.

Tainted

iTrader: (9)

not to hijack but id love some clarification as well.

I also have an early 24x LQ4 (GEN 3) engine, but would like to sue the newer style PCM's because they are able to be finely tuned more than the early PCMs.

If I get a newer wire harness and PCM will I also be ok if I run the converter box?

psiconversion

iTrader: (5)

Currently the converter box offered by lingenfelter only takes a 58x signal and converts it to 24x so you can use a Gen III PCM with an newer engine. Lingenfelter has developed a new box to go the other way however, they are still trying to do more testing and that requires you to live in Indiana, which it appears that you do, so they can oversee the testing. You may want to give them a call.

Regarding Jones'n reply, I agree with him, specifically on what year the engines are. An easy way to tell is from the crank sensor color.


Jon
PSI

Tainted

iTrader: (9)

well my car isnt nearly ready to be on the road yet so it wont do me any good just yet. Id just love to be able to take advantage of the newer pcm and better tuneability, but if not its ok, plenty of gen 3 cars doing just fine.

Jones'n

You can run an E40 PCM, and have the newer systems that you are after. It works with the 24x Gen 3 engines.
Keep in mind that the newer LS2 computers will only work with an electronic throttle system though. So if you are planning on running a mechanical throttle body, then stick with the 'Ol faithful 0411 computer.

Jason Haines @ LPE

Not sure what is considered more "tuneable" about the newer 58x based ECMs.

Basically the same tables are available with some minor exceptions.

Some of the newer ECM's have custom Operating Systems available from aftermarket software tuners (EFILive, HPTuners etc.) but those are usually to add features like a valet mode, nitrous etc.

The primary place where the newest ECM types and software would be of value is if you plan to go to fairly high power levels (750+). Then some of the injector size and airflow reading limitations start to show up. You have to be careful though because not all E38 or E67 ECMs and software have this additional range.

The earlier Warren type PCM (Powertrain Control Modules) used in the 1997-2004 Corvette and other similar applications have the advantage of being able to control the engine and the transmission. They are larger though so packaging in the vehicle is a bit more difficult. Those PCM's also recognize a fairlty large injector size but have a 511 grams/second airflow limitation.

The E40 ECM can also be used to run a 24x engine. The E40 ECM is the same size as the newer E38 and E67 (58x engine) ECMs. It is just an ECM (Engine Control Module) so it can't control a transmission. Automatic applications require a separate TCM (transmission control module).

The E40 has an 8 gps injector size limit and a 511 grams/second air flow limitation.

The earlier E38 and E67 software also has the same 8 gps injector limitation and 511 gps airflow limitation so a 2006-2007 Corvette (LS2 or LS7) and other similar applications still have that limitation.

The 2008 LS3 E38 Corvette software gets rid of the 511 gps airflow limitation but still has the 8 gps injector size limit. The maximum airlfow in that software is 3000 grams/second. The 2008 CK trucks and G8 are the same. On the hand the 2008 LS7 Z06 Corvette E38 ECM software still has the 8 gps injector flow and the 511 gps airflow restriction (no change from 2007).

For 2009 the LS3 engine (E38 ECM) Corvette software raises the injector size limit to 16 gps and the airflow limit stays at 3000 grams/second. The 2009 CTSV (LSA engine, E67 ECM) and the 2009 ZR1 (LS9 engine, E67 ECM) have the 16 gps injector and 3000 grams/second limitations. The 2009 G8 E38 ECM software keeps the 8 gps injector limit. The 2009 Z06 Corvette (LS7 engine, E38 ECM) still retains the 8 gps/511 gps limits.

The 2010 Z06 Corvette (E38 ECM) software raises the injector and airflow limits to the 16/3000 gps limits.

Lots of others exist but that gives you a rough idea of what to look for.

If you already have one ECM and harness that works with your engine, I wouldn't change it unless you needed to because you were out of injector or airflow calculation range. Even then you could control fueling other ways that would probably be cheaper/easier than changing the ECM and harness.

Hope this helps.

Tainted

iTrader: (9)

Thanks for that Jason.
I currently dont have a harness or computer. This is going into my 240 swap and I had read where a few people said that the newer pcm's were able to be tuned better at the lower speeds for that fine tuning for a DD car like mine will be. Im assuming now after your post that isnt the case.
Im not planning on making 700hp, more in the 600-650 range so the earlier pcm should still be ok for me then or would the E40 be my better bet?

Jason Haines @ LPE

For a 24x engine, if you want to go electronic throttle then the E40 would be easier since it doesn't require an additional TAC module.

If you want to stay mechanical throttle body then don't go to the E40 (it won't accept a mechanical throttle). 2003-2004 Corvette/2003-2006 truck PCM would be the recommendation if you are going to go mechanical throttle.

One other option is to go to the MEFI5 marine and industrial ECM but less people use that and have the software for it so I would stay with the above two options. The MEFI5 can control either a 24x or a 58x and can run mechanical or electronic throttle applications.

With the 2013 COPO Camaros switching to the Holley EFI system you might be able to find a take-off MEFI5 system from a 2012 COPO Camaro for a good deal.

That being said I would still go with the E40 or the Warren PCM (depending on electronic or mechanical throttle choice).

SlvrSierra4.8

iTrader: (24)

I have a 2007 trailblazer SS LS2 harness if you are interested shoot me a PM.

Jason Haines @ LPE

Unless changes the reluctor wheel and cam gear in the engine, the 2007 Trailblazer SS harness (which is for an E67 ECM and a 58x engine/sensors) won't work with a 2005 LS2 engine (24x).

psiconversion

iTrader: (5)

For the 2005 LS2 if you want to go drive by cable you can run it on the 411 RED/BLUE pcm and put an aftermarket throttle body on it. This will require a harness that has low mount knock provisions and front mounted cam provision as well as EV6 injector connectors.

Jon
PSI

Don Nguyen

iTrader: (2)

Would it work on a 2007 58x reluctor engine, or will the cam gear still be different?

SlvrSierra4.8

iTrader: (24)

I believe he has an 07'' ls2 engine and an 05' harness and therefore should not have a problem. That's why I posted initially.

Jason Haines @ LPE

Sorry about that. You are correct. It was "Tainted" in a later post that has the 24x LS2 engine.

"Don Nguyen", who started this thread, has the 2007 LS2 engine as you stated (so if it is really a 2007 Model Year engine then it is 58x).

Don Nguyen

iTrader: (2)

Does that mean it would work for my application?

Jason Haines @ LPE

Yes, if you really have a 2007 model year LS2 engine (58x) and he really has a 2007 model year Trailblazer SS harness, then it will work (and you would need a E67 ECM to go with it).

The reason I make this sound a little unsure is that a lot of people get the model year wrong on parts - either they go by the vehicle manufactured date (WHICH IS NOT THE MODEL YEAR) instead of using the model year on the emissions tag and VIN plaque or who ever they get the part from just takes a guess and that becomes the assumed correct answer. This results in a lot of errors in parts ordering/installation especially when you are around a transition year (2006 to 2007 Trailblazer went from E40 to E67, etc.). Just check before you buy. We sell a lot of our TRG-002 boxes to people that have already installed the wrong engine in the vehicle because of incorrect information or incorrect assumptions.

Regards,

Don Nguyen

iTrader: (2)

Is there a part number on PCMs that I can determine if it is an E67 PCM. Are there other PCMs that would work on that harness?

I guess I should also ask, how do I verify that it is a correct harness if the year is not sure or unknown. Basically as just a secondary check to confirm the harness is correct.

thanks.

-Don

Don Nguyen

iTrader: (2)

Would an LS2 engine harness work with an LS3 PCM?