LS1 computer on LS2/L92
09-30-2006, 07:41 AM
#21
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Indeed as the GTO is drive by wire... no mechanical cable to operate the TB, only electronic....
Hopefully one of the Sensei here will provide the additional confirmation so that we may move forward in our quest for the dark side....
Hopefully one of the Sensei here will provide the additional confirmation so that we may move forward in our quest for the dark side....
10-03-2006, 12:56 PM
#22
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so, If I have an 06 crate LS2 that is going into a 99 Firebird I need to rplace the reluctor with one from a "crossover" like a trailblazer to make it a 24x or can I use the reluctor from a 99 bird LS1
10-03-2006, 01:09 PM
#23
You can use the 24X wheel from any LS1 type engine. No need to bother your 99 crank to get one. New 24X reluctor wheels are only around $20. We stock them.
Also, check and make sure whether your crate LS2 has a gray or a black crank sensor. That's the easy way to know for sure what your engine is.
Gray = 58X
Black = 24X
Also, check and make sure whether your crate LS2 has a gray or a black crank sensor. That's the easy way to know for sure what your engine is.
Gray = 58X
Black = 24X
__________________
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
11-07-2006, 06:50 PM
#26
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Originally Posted by Speartech
As far as changing the reluctor wheel goes.....it really depends on what your project is. If you are puting a 58X reluctor engine into a 98-02 F-body or 97-04 Corvette then yes you should change the reluctor wheel and use the LS1 PCM so that the entire car functions normally. If you are doing a project into an older car using a 58X reluctor engine I see no real good reason to tear the engine all apart and change to the 24X reluctor.
We are building and shipping 58X harness/computer systems every day and they run great! We are using the production Corvette ECM (E38) and it's a nice small computer for easy mounting, and is really a slick system. Full GM diagnostics and everything. Some people are under the assumption that if you have a 58X engine you have to change it over to 24X, and for hot rods, street rods, street machines, etc., you don't!!
Also, the breakdown of 24X vs. 58X engines is NOT as simple as saying 2006 and newer is 58X.
06 Corvette LS2/LS7 = 58X
06 GM crate engine = 58X
06 GTO and 06 Trailblazer SS LS2 are carryover 24X engines with the E40 ECM!
07 Traiblazer SS is 58X
07 GTO didn't happen (I think)
Not everybody needs to tear apart that brand new crate engine for a reluctor wheel change!
We are building and shipping 58X harness/computer systems every day and they run great! We are using the production Corvette ECM (E38) and it's a nice small computer for easy mounting, and is really a slick system. Full GM diagnostics and everything. Some people are under the assumption that if you have a 58X engine you have to change it over to 24X, and for hot rods, street rods, street machines, etc., you don't!!
Also, the breakdown of 24X vs. 58X engines is NOT as simple as saying 2006 and newer is 58X.
06 Corvette LS2/LS7 = 58X
06 GM crate engine = 58X
06 GTO and 06 Trailblazer SS LS2 are carryover 24X engines with the E40 ECM!
07 Traiblazer SS is 58X
07 GTO didn't happen (I think)
Not everybody needs to tear apart that brand new crate engine for a reluctor wheel change!
Do you know what 2005 Corvettes with the LS2 used? 2005 seems to be a yeare when both were used.
Thanks,
Andrew
11-07-2006, 07:24 PM
#28
05 C6's are all the earlier 24X reluctor but not the old LS1/6 PCM. The LS2 for 05 uses the new E40 ECM.
__________________
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
11-08-2006, 07:32 AM
#29
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Originally Posted by Speartech
05 C6's are all the earlier 24X reluctor but not the old LS1/6 PCM. The LS2 for 05 uses the new E40 ECM.
Andrew
11-08-2006, 08:12 AM
#30
That is correct!
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91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
11-08-2006, 12:07 PM
#32
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Someone recently posted that 2005 crate engines are still available, fwiw.
Originally Posted by Project GatTagO
So allow me to be master of the obvious for a minute. If I were to get a 2005 LS2 from a Corvette, it will have the 24 tooth reluctor wheel, meaning I can use the old LS1 style computer. Correct?
Andrew
Andrew
11-20-2006, 07:24 AM
#33
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Question to John
Originally Posted by Speartech
That is correct!
Sooooo
E38 PCM, new harness, 58 tooth reluctor, everything is ok.
BUT then i want to control a 4L60E transmission and now all suddently tunrs nasty
E38 PCM will NOT control older style 4L60E transmissions ? is that correct John.
Meaning i will have to have a 07 trans with turbine speed sensor ?
Or is there a way to let E38 control my LS2 58 tooth reluctor and an older 4L60E trans ????
TIA
Ps anyone that knows the answer, feel free to chime in, it is not just for John
Regards
Rune
11-20-2006, 08:01 AM
#34
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Originally Posted by Katech
1997-2005: 24x crank, 2x cam
2006+: 58x crank, 4x cam
You can change it but the crankshaft needs to be out.
2006+: 58x crank, 4x cam
You can change it but the crankshaft needs to be out.
11-20-2006, 08:07 AM
#35
Actually the 24X engines are 1X cam,
58X engines are 4X cam.
Jason picked up an extra "X" somewhere.
58X engines are 4X cam.
Jason picked up an extra "X" somewhere.
__________________
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
11-20-2006, 08:08 AM
#36
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Originally Posted by Speartech
Actually the 24X engines are 1X cam,
58X engines are 4X cam.
Jason picked up an extra "X" somewhere.
58X engines are 4X cam.
Jason picked up an extra "X" somewhere.
11-20-2006, 08:47 AM
#37
Four different pulse lengths to allow for quick sync-up with 58X crank sensor.
__________________
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
11-20-2006, 09:48 AM
#39
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I got cut short cause I had to leave to catch my school bus (which I'm on now). Correct me if I'm wrong, but GM changed the cam sensor waveform so they could get a limit-worst-case sync duration improvement from 345 crank degrees to ~135 degrees? It's interesting to note that the limit-best-case duration went from 0 to ~45 degrees. The average should have improved from 180 to 90 degrees.
Why all the numbers? The only advantage I see of the new sensor is an average improvement of 1/4 turn of the crank in how long it takes to start your car. After that they perform the same.
Why all the numbers? The only advantage I see of the new sensor is an average improvement of 1/4 turn of the crank in how long it takes to start your car. After that they perform the same.
11-20-2006, 10:33 AM
#40
I don't know if it's any quicker or slower to sync than the old system (I'll let you crunch the numbers )
The old system was actually called 24Xe where the "e" meant encoded. This is because it was an irregular 24X pattern so they could use it to help sync the system. By looking at the odd 24X pattern and then seeing if the cam was high or low they could quickly sync up that way. With the 58X there is no unique pattern to the crank signal (other than the missing 2 teeth) so you need to add the uniqueness somewhere else in order to sync faster than one crankshaft revolution.
So with the 4X cam signal of 4 different pulse lengths, the ECM can count how many 58X pulses occur within one of the 4 unique cam "windows" and know exactly where the engine is.
)The old system was actually called 24Xe where the "e" meant encoded. This is because it was an irregular 24X pattern so they could use it to help sync the system. By looking at the odd 24X pattern and then seeing if the cam was high or low they could quickly sync up that way. With the 58X there is no unique pattern to the crank signal (other than the missing 2 teeth) so you need to add the uniqueness somewhere else in order to sync faster than one crankshaft revolution.
So with the 4X cam signal of 4 different pulse lengths, the ECM can count how many 58X pulses occur within one of the 4 unique cam "windows" and know exactly where the engine is.
__________________
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com