Please read Please read ! ! !
Please read Please read ! ! ! Wonder if somebody can help me to see what’s wrong with my engine. I have dtc p0101. There are no leaks on the intake. It is a 90mm fast intake. I have pressure tested the intake for leaks. And yes it is correct mounted to the heads. No leaks there. I do know there can be some problems with the valley pan from LS6 and the Fast 90mm intake and the bolts. I have changed different maf sensors and map sensors. The voltage is correct. I have measured all the wires and checked all connectors. All valves are checked and all eight cyl is tested to 9:5 in comp. Engine made for Blower. Yes all the vacuum nipples are checked. All sensors tested on another truck to be sure that they work correct. Dip stick and oil filler cap is tighten correct. Would it make any different? If there was/ is a leak in the bottom of the engine? Everything is brand new in this engine. Please help me to think clear, there must be something I don’t se. Cam is Comp Cam XR281HR-12 INT 571 EX 573 110 CL LS112,0.
03 Chevy tahoe 4x4 with 1 mb ecu. electrick throttle
Reg Chris.
03 Chevy tahoe 4x4 with 1 mb ecu. electrick throttleReg Chris.
Last edited by Chris10an; Jan 25, 2009 at 01:13 PM. Reason: same problem some fixed
Did you degree the cam? Hace you done a compression test? Is it a new engine? New rings can take a few hundred miles to seat themselves before you get an accurate reading. A lower compression ratio engine is going to pull less vacuum.
The cam is on a 110 center line whats the LSA? I hope something along the lines of 114 or so. That would mean you can should be 4 degrees advanced.
I compressession tested my LS1 that sat for a year with no oil in it it had about 60,000 miles on the engine. I had from 0psi-60psi on all on 7 cylinders and one at 130psi. Since i've heat cycled the engine a few times i now see 158-161psi on all of the cylinders. I think maybe you're rings are not fully seated yet.
The cam is on a 110 center line whats the LSA? I hope something along the lines of 114 or so. That would mean you can should be 4 degrees advanced.
I compressession tested my LS1 that sat for a year with no oil in it it had about 60,000 miles on the engine. I had from 0psi-60psi on all on 7 cylinders and one at 130psi. Since i've heat cycled the engine a few times i now see 158-161psi on all of the cylinders. I think maybe you're rings are not fully seated yet.
My idle is set at 900 RPM and my MAP reading at idle is between 74-76. I don't think there is anything wrong with that. If you were running a stock cam at a lower idle it would be high.
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TECH Enthusiast
Joined: Aug 2006
Posts: 502
Likes: 1
That looks about right for that cam.......
232/234 .595/.598 112 is a big boy cam. High kpa at idle is normal even with a higher compression on a "bigger" cam and the fact that you are running low compression with that cam pretty much lowers the VE to squat at that rpm.
Are you planning on using this cam with a blower and lower CR? Not really the best match.
232/234 .595/.598 112 is a big boy cam. High kpa at idle is normal even with a higher compression on a "bigger" cam and the fact that you are running low compression with that cam pretty much lowers the VE to squat at that rpm.
Are you planning on using this cam with a blower and lower CR? Not really the best match.
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That looks about right for that cam.......
232/234 .595/.598 112 is a big boy cam. High kpa at idle is normal even with a higher compression on a "bigger" cam and the fact that you are running low compression with that cam pretty much lowers the VE to squat at that rpm.
Are you planning on using this cam with a blower and lower CR? Not really the best match.
232/234 .595/.598 112 is a big boy cam. High kpa at idle is normal even with a higher compression on a "bigger" cam and the fact that you are running low compression with that cam pretty much lowers the VE to squat at that rpm.
Are you planning on using this cam with a blower and lower CR? Not really the best match.
... TECH Enthusiast
Joined: Aug 2006
Posts: 502
Likes: 1
These seem to be the pick of the litter when it comes to blower cams for the LS:
01 ZO6 cam: 204/211 .525/.525 -116 LSA
Lingenfelter GT2 205/212 .540/.540 –116.5CL
02-03 ZO6 cam: 204/218 .551/.547 -117.5 LSA
Lingenfelter GT2-3 207/220 .571/.578 –118.5CL (my pick)
05-07 ZO6 cam 210/230 .561/.557 –120.5 LSA
Lingenfelter GT7 208/230 .554/.546 –121CL
The forced induction section of the forum is probably your best bet for advice on setting up the motor for FI.
How about some information on what vehicle, what PCM, and the tune that is in it. Could just be a matter of changing the values in the engine diag section of the calibration. Do you have tuning software? Can you datalog and post the datalog file and the calibration file that is in the PCM?
Hi and thanx for answer. yes i can post a loggfile. i use EFILive.
Engine is a 5,7 alu vette block. 90 mm fast intake. 317 gm heads 1.75 rockers. stroker crank, diaomnd plasma pistons for 20 psi blow, 90mm vette electrick tb with x-link converter. a modified p1sc procharger. not mount yet.
Engine is a 5,7 alu vette block. 90 mm fast intake. 317 gm heads 1.75 rockers. stroker crank, diaomnd plasma pistons for 20 psi blow, 90mm vette electrick tb with x-link converter. a modified p1sc procharger. not mount yet.
I only have V7.3 demo version of EFILive so I can't look at the log.
If the MAF shows activity i.e. it is not dead and the Hz goes up with rpm, then:
Engine Diagnostics>MAF>MAF Rationality Test {C2911}
Try multiplying all the values in the entire table times 4.
If the MAF shows activity i.e. it is not dead and the Hz goes up with rpm, then:
Engine Diagnostics>MAF>MAF Rationality Test {C2911}
Try multiplying all the values in the entire table times 4.
