Andrew, I will look into getting an ls3 TB. I will look at the ECM when I get home and post the findings.

 

L92/LSA/LS9 uses an 87mm throttle body while the LS2/3/7 uses a 90mm. We do see differences between the two, but it has a negligible effect on power.

As far as reliability of DBW...I have run a foot pedal literally submerged in a bucket of water during some of our marine L92 VVT testing. I used our EFI system on my FD and was able to eliminate using a lot of the stock Mazda relays that tend to clutter the engine bay.

Hope this helps!

 

Shaun,

Thanks for the info! i guess i'll stick with the current TB since i already own it. what motor did you have in your FD? Im also curious about the throttle response and the pedal resistance. How are they?

 

The throttle response is instant with the DBW. Pedal effort is consistent and linear. Don't hesitate.

I used to be skeptical as well. Not anymore.

Andrew

 

Right on. I guess I need to figure out what pedal and controller I need now. The ECU reads:

12605897 on the top

and serv no. 12597121

 

There should be a 3 letter code, like E67, etc...

You do not need a controller, just the pedal. I will sell you the pedal on the right in the picture, cheap.





The pedal on the left is the Monte Carlo SS pedal. Double check that you have an oval connector with 6 pins.

Andrew

 

If the engine is a 6.2 from an Escalade, it uses the E38 computer.

 

How is that different from the E67 ECU that comes with the GMPP harness? Is the E67 an engine only ECU without transmission control? Maybe the E38 controls the trans as well? I am just guessing here. This is purely for academic purposes.

Andrew

 

well... the E67 is not capable of controlling the VVT systems, but it can run the DOD system.
It is not a stand alone module, the E67 came in Caddy CTS-V's, Trailblazers, the H3 V8, and a few others (even 4 and 5 cyl's), so it is a very generic controller.

The E38 is the 2 plug computer, it came in the '06-up Vettes, and then the Full size trucks/SUV's with the 58x Gen IV engines.

Both can control auto trans setups with a separate TCM, but I think the E38 only works with the 4L70E and 6L80E setups, while the E67 was primarily on the 4L65E (might be a few others)

The E67 computer with the GMPP harness is pretty much a dyno program. It allows the engine to run and rev, but has no functions for an auto trans, and the wiring has no provisions for one either. It can be reprogrammed with a production car VIN and then setup to do pretty much anything though.

 

Ok, the 3 digit code is E38, stamped into the metal on the ecu...Andrew...man that pedal is huge....I will check out the harness tonight when I get home. I don't feel like going into the garage right now, it's 106 outside and not even noon yet =)

 

That pedal is ******* awful. I don't know what GM was thinking when they included it in the harness kit.

I can actually take a picture of it in my FC.

Andrew

 

I have one of our LS3 427 SS engines. It is basically a 615HP LS3 427, however, I am probably going to make it VVT before the LSX shootout. As far as the pedal effort and response, it is great. I don't think you can do it with the GM controller, but our controller has calibratable DBW control where you can essentially adjust throttle response. Throttle response can be linear or non-linear depending on how you like it. I have never had any complaints about DBW from ANYONE who has tried it. I has better idle quality than a cable drive IAC setup as well. I know that you will be satisfied with it once yoiu try it.

P.S. We typically use the C6 Corvette pedal here at work. It fit great in my FD. Look at the last pics of the first post. It shows the Corvette pedal with a chromed up footplate.

https://ls1tech.com/forums/showthrea...786&highlight=

 

yea that doesn't look too bad. I would still have to modify it to fit the pedals I have in the car but I think that might be doable. How much do these pedals cost? I was reading on here that they need controllers to work? Is this not true?

 

We've got them, but I am not sure on the price. DBW controllers are on the older stuff. More recent applications use DBW hardware embedded in the ECM...so no controller is needed.

Hope this helps!

 

thanks for all of the help so far guys!!

 

None of the Gen4 ECU's, E38, E40 or E67 operate the transmission any longer. They have separate TCM's, the T42 (4-speed) and T43 (6-speed).

 

Ok, so I have another series of questions. The plot has thickened a bit since I was last discussing this with you all. Ok, I have an L92 going into my RX7. I have the L92 harness, and the E38 PCM for it. Im not going to use the VVT, but I do want to use the DBW. I'm using a T56 for the RX7. Also, I want to put another L92 into my 944, but keep it stock, and use the VVT and the DBW. So, my question is, can I use an LS2 harness with my L92 non VVT, DBW, L92 crank trigger, T56, and E38 PCM then just use the stock L92 harness and stock PCM in the 944? The 944 is using the porsche transaxle so I won't need the harness for it. Thanks!

 

Hmmm. Off the top of my head, I don't see why not... You should change the oil pump (and lifters?) if you're going to do away with the VVT, but other than that, I believe they're very similar.

 

Hmm...whats wrong with the oil pump and lifters if I disable the VVT?

 

Having to change the oil pump and lifters is for the engines with DOD not with VVT from what I have read. It seems a lot of people are confusing the two. The L92 doesn't have DOD. The DOD engines need the higher oil pressure to activate the lifters to seal off the 4 cylinders not being used.