LS1 computer on LS2/L92
11-20-2006, 12:18 PM
#41
Originally Posted by Rune
I will put a LS2 into and 1986 Corvette C4, and have new harness and PCM.
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
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
Yeah, I don't see any other way to do it correctly. When I get a chance I will look into what's involved in adding the sensor to earlier transmissions (if even possible). If you have a source for the transmissions there are some 2006 applications that used it also. It doesn't have to come from only an 07. Once a little time goes by they will be easier to get and won't cause such a headache.
__________________
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, 12:30 PM
#42
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Originally Posted by Speartech
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.
I'll be using the 58X/4X set for my custom ECU but it wouldn't be hard to set it up for 24X/2X optionally. But I might as well go with 58X from the start... more resolution FTW.I had a good idea as to why GM would want a higher resolution crank trigger, but was confused about reasoning/details of the cam sensor change. You helped immensely; I think I've got it figured out now! Sorry for threadjacking. :o
11-22-2006, 07:46 PM
#44
TECH Senior Member
iTrader: (7)
Originally Posted by GIGAPUNK
I have a dead Ls1 and am thinking about building either a L92 or LS2 long block. Can the LS1 valley cover be used on an L92 or LS2 block? That way I can keep using the LS1 knock sensors AND have them in the stock location on my new long block
Andrew
