GEN V Swap info!
09-25-2016, 03:56 PM
#1
GEN V Swap info! I would like to start a thread where we can all gather basic swap info into the new LT1, LT4, L86, and L83 engines. All the info given below is what I have experienced. I have about 400 miles on the swap (2008 JK Wrangler) with no issues. I have now done about 10 gen v swaps as of 2018.
1. Fuel pressure requirements- So far the standard fuel pressure of around 57 psi works great. Fuel trims are dead on. Just make sure you have a pump that will support the engines power. I have tested using the Fuel Pressure control modules with great success. If using the FPCM use regulator for a non pwm pump. If using a PWM pump then do not use a regulator. Basically if you can monitor fuel pressure after the pump monitor it for any pressure drop. If no pressure drop then you are supplying the engine with enough fuel. Running a pump at 74 psi is not necessary at all.
2. Programming- I used hptuners to delete vats and any DTC codes that showed up. Get the matching ECU and BCM from the donor vehicle. You will have issues programming a new OS and VIN if you do not. (BCM needed for transmission tap shift control and the brake pedal position sensor if used) This ECU has so many complex tables be careful of any changes you do. If you use GM SPS service you can not program off vehicle. You will need the ECU, TCU, and BCM at least to program. You most likely will not be able to change the VIN but it will program the new OS. The 2016 model year ECU is NOT swap friendly.
3. Transmissions- I have only used the matching 6l80e and 8l90e transmissions. Everything works including tap shift and power modes. The new transmissions really make this an awesome combo. Early transmissions can be used as well along with manual transmissions. Be aware the flexplate and flywheel have a different bolt pattern.
4. Accessory Drive- We just added a power steering pump on a truck layout. Holley, ICT billet, and dirty dingo offer different drive solutions. If using DOD/AFM you will need to keep the vacuum pump.
5. Wiring Harness- I modded the harness myself and is not too hard. Please recommend any companies that currently make custom harnesses. Having it modded will be by far the cheapest and quickest solution.
6. Fuel pump signal- This is now can bus driven. For proper control us a fuel pressure control module. (UPDATE)!!!You can control the fuel pump via a relay. Connector E92 X1 with the blue face use pin 32 (grey wire) This is a positive turn on signal for your relay. So pin 86 use this wire. Pin 85 will be ground. 30 and 87 are power in and out to fuel pump.
7. Fan Control- You can use PWM only on a factory ecu. Discrete does not work. I am using PWM with awesome results. It controls the fan speed based on A/C pressure and ECT. GM performance parts ecu uses a standard on/off signal. Update!! There is a trick to make a relay work to control a single speed fan. PM me for how to do this.
8. Limp mode issues- I had no throttle without connecting the transmission computer up. If not using the matching transmission that came with the engine you will need to find a manual transmission tune. (If anyone finds a solution please post. GM's swap harness and ECU will not have this issue.
9. DOD/AFM- It is highly active with the stock tune. At 65 mph it can be in 4 cylinder mode. Cruising around town it will kick in all the time. Its loud and annoying to be honest. GM tuned the exhaust so you do not hear the change. For now I have it only working on steady cruises.
10. Engine Mounts- It is very important to use factory mounts if retaining AFM/DOD function. The mounts help absorb the extra vibrations. Please list any companies that make conversion mounts. I had a set made for the Jeep JK wrangler.
11. Gauges- Best bet is to use can bus driven gauges from dakota digital or speed hut. There is no VSS signal or tach signal from the ecu to drive a gauge
1. Fuel pressure requirements- So far the standard fuel pressure of around 57 psi works great. Fuel trims are dead on. Just make sure you have a pump that will support the engines power. I have tested using the Fuel Pressure control modules with great success. If using the FPCM use regulator for a non pwm pump. If using a PWM pump then do not use a regulator. Basically if you can monitor fuel pressure after the pump monitor it for any pressure drop. If no pressure drop then you are supplying the engine with enough fuel. Running a pump at 74 psi is not necessary at all.
2. Programming- I used hptuners to delete vats and any DTC codes that showed up. Get the matching ECU and BCM from the donor vehicle. You will have issues programming a new OS and VIN if you do not. (BCM needed for transmission tap shift control and the brake pedal position sensor if used) This ECU has so many complex tables be careful of any changes you do. If you use GM SPS service you can not program off vehicle. You will need the ECU, TCU, and BCM at least to program. You most likely will not be able to change the VIN but it will program the new OS. The 2016 model year ECU is NOT swap friendly.
3. Transmissions- I have only used the matching 6l80e and 8l90e transmissions. Everything works including tap shift and power modes. The new transmissions really make this an awesome combo. Early transmissions can be used as well along with manual transmissions. Be aware the flexplate and flywheel have a different bolt pattern.
4. Accessory Drive- We just added a power steering pump on a truck layout. Holley, ICT billet, and dirty dingo offer different drive solutions. If using DOD/AFM you will need to keep the vacuum pump.
5. Wiring Harness- I modded the harness myself and is not too hard. Please recommend any companies that currently make custom harnesses. Having it modded will be by far the cheapest and quickest solution.
6. Fuel pump signal- This is now can bus driven. For proper control us a fuel pressure control module. (UPDATE)!!!You can control the fuel pump via a relay. Connector E92 X1 with the blue face use pin 32 (grey wire) This is a positive turn on signal for your relay. So pin 86 use this wire. Pin 85 will be ground. 30 and 87 are power in and out to fuel pump.
7. Fan Control- You can use PWM only on a factory ecu. Discrete does not work. I am using PWM with awesome results. It controls the fan speed based on A/C pressure and ECT. GM performance parts ecu uses a standard on/off signal. Update!! There is a trick to make a relay work to control a single speed fan. PM me for how to do this.
8. Limp mode issues- I had no throttle without connecting the transmission computer up. If not using the matching transmission that came with the engine you will need to find a manual transmission tune. (If anyone finds a solution please post. GM's swap harness and ECU will not have this issue.
9. DOD/AFM- It is highly active with the stock tune. At 65 mph it can be in 4 cylinder mode. Cruising around town it will kick in all the time. Its loud and annoying to be honest. GM tuned the exhaust so you do not hear the change. For now I have it only working on steady cruises.
10. Engine Mounts- It is very important to use factory mounts if retaining AFM/DOD function. The mounts help absorb the extra vibrations. Please list any companies that make conversion mounts. I had a set made for the Jeep JK wrangler.
11. Gauges- Best bet is to use can bus driven gauges from dakota digital or speed hut. There is no VSS signal or tach signal from the ecu to drive a gauge
Last edited by vannatta20; 02-12-2019 at 09:25 AM. Reason: updates
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09-25-2016, 04:26 PM
#2
TECH Senior Member
iTrader: (7)
I don't have much to add, but I made a video at LS Fest a few weeks ago and it has some upcoming Holley Gen V products.
The new Holley Gen V oil pan is going to be a key component for putting these engines into many classic GM chassis.
Andrew
The new Holley Gen V oil pan is going to be a key component for putting these engines into many classic GM chassis.
Andrew
Last edited by Project GatTagO; 09-25-2016 at 04:34 PM.
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Homer_Simpson (11-10-2022)
09-06-2017, 09:05 PM
#7
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gen v 70 chevelle swap I'm up and riding my 70 Chevelle. I have the Gen V LT1 swap and i love it, she will **** and get at the drop of a dime... google gen v 70 Chevelle swap...that is me I'm located in Fredericksburg, Virginia iGarage LLC
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09-06-2017, 09:42 PM
#8
lol yea I did a genV 5.3/6l80e swap in a 78 c10. The GenV platforms run extremely well and make decent power for a stock setup.
Tricky installing them with the electric powersteering setup that comes stock. We used a ICT billet bracket kit with a corvetter power steering pump. ALso used there engine mounting brackets but had to cut the driver sided for the vaccum pump. We used a SPEARTECH wiring harness. No issues and plugged right up.
Tricky installing them with the electric powersteering setup that comes stock. We used a ICT billet bracket kit with a corvetter power steering pump. ALso used there engine mounting brackets but had to cut the driver sided for the vaccum pump. We used a SPEARTECH wiring harness. No issues and plugged right up.
12-31-2017, 04:09 PM
#11
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01-07-2018, 01:29 PM
#12
Only certain operating systems seem to work. I dont know why yet. Also if I update through the gm tis it will basically change all the torque managment settings and it will no longer be driveable. For best chance of sucess use a 2014 operating system. I can do flash updates and os changes if anyone needs help.
01-08-2018, 11:48 AM
#13
Only certain operating systems seem to work. I dont know why yet. Also if I update through the gm tis it will basically change all the torque managment settings and it will no longer be driveable. For best chance of sucess use a 2014 operating system. I can do flash updates and os changes if anyone needs help.
Currently I am running 2014 engine operating system and 2015 transmission operating system and so far this is working.
01-25-2018, 09:59 AM
#14
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Can someone tell me more about removing the AFM? Was talking to Justin at Speartech and he said they remove the AFM out of the tune with swap projects. Is that all that has to be done? I've seen kits to change out lifters and plug oil passeges. But then it says you can do it either way. I'm keeping the engine stock for now. I'm not going to cam it if I don't have to. I want to keep the VVT.
01-26-2018, 02:33 PM
#15
Can someone tell me more about removing the AFM? Was talking to Justin at Speartech and he said they remove the AFM out of the tune with swap projects. Is that all that has to be done? I've seen kits to change out lifters and plug oil passeges. But then it says you can do it either way. I'm keeping the engine stock for now. I'm not going to cam it if I don't have to. I want to keep the VVT.
01-26-2018, 07:29 PM
#16
????
So GM still has a problem with the DOD/AFM lifters? What did they do to the update the intake valley cover? Anything you notice?
thanks,
Jim
So GM still has a problem with the DOD/AFM lifters? What did they do to the update the intake valley cover? Anything you notice?
thanks,
Jim
01-27-2018, 09:26 AM
#18
SO the eltimate fix is to ditch the DOD/AFM lifters and turn it off in the ECM? There has been some talk about you needing to replace the cam, is this the case with the Gen V engines or can you merely do the lifters/pushrods and turn it off?
01-28-2018, 12:18 PM
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