Fieros are mid 80's technology and still used a vacuum based cruise control setup. As people install later model engines, many have started to upgrade the cruise technology. In the late 90's and early 's, GM switched to a digital cruise control modules on most of their cars and trucks.
These modules are essentially self contained with a cable for the throttle body and about 10 wires to hook up. These modules also come with a removable cable, and many available cable lengths. So its just a matter of finding the right cable that will work with your application.
From a wiring stand point, they are very simple.
E67 Engine Control Module – 12633264
The only tricky parts with the wiring are the two brake switch inputs to the cruise module. These are opposite of each other, and the inputs must switch from ground to 12v and 12v to ground, at the same time, as the brake or clutch pedal is pressed.
To accomplish this for a manual transmission application, I wired the brake and clutch switches in series and used two 5-pin relays to swap the input signals from ground to 12V. See wiring diagram below. To do this I made some brackets that either welded or bolted to the pedal assembly that would accept the end of the AR cruise module cable.The number of vehicles that are now receiving either LS or LT engines is amazing.
Thanks to companies such as EFILiveenthusiasts can enter into the world of electronic engine controls and traverse the tides with great success. Just like formulating a winning combination for any engine, properly selecting from the vast offerings of slightly-used engines and controllers can be done with a little knowledge and research.
There have been several upgrades to the LSx line since they were introduced in the late-nineties, both to the engines and the controllers that drive them.HP Tuners GM Gen 4 Training: Gen 4 PCM Review - Evans Performance Academy
General Motors has used various controllers since the LS1 was introduced in However, in my experience, the modifications have to be pretty extreme. This ensures that you will have the necessary ECU to make the engine operate as it was designed, including the option for cam-phasing and Displacement On Demand cylinder deactivationif you choose to use that technology.
One thing not recommended to bring along from your take-out engine is the harness, for several reasons. Sure, it might be easier to make it part of the deal, but it also incorporates a lot of extra wiring and additional circuits that you may not use. Plus, can you really be sure that it was gently removed from the donor vehicle? Think about all of the connections and potential for hazards. If you were to go with an aftermarket harness from a company such as Speartech or Howell Engine Developments, Inc.
How do you know which one works? If you know what the engine was removed from, they have a comprehensive listing of each ECU as it was used in each application. You can simply look up the donor vehicle and see what ECU it came with.
It also helps to know what you wish to do with your engine. That means, while appearance and capability has changed over the years, the basic platform for how the ECU operates has been fairly stable since the LS engine was introduced. In addition to having the ability to handle electronic throttle control, the LS1 PCM Powertrain Control Module incorporated an entirely new, and significantly more sophisticated, engine control architecture.
With literally hundreds of calibration tables, Gen III and later controllers offer far more precise control of engine and transmission operation than previous generations of PCMs or ECMs. Whether LS or LT-based, the latest offerings from General Motors have found their way under the hoods of almost every make and model car, boat and even aircraft!
Of course, noting transmission control is important, since for the Corvette, GM scrapped the single Powertrain Control Module concept in favor of separate engine and transmission controllers. ECUs for the Gen III LS engines utilize a 24x reluctor wheel on the crankshaft and have the cam position sensor in the block, at the rear of the intake.
Gen IV engines have a front-mounted cam position sensor and use a 58x wheel on the crankshaft aside from a few oddball transition-year models utilizing the E40 ECM — those have a 24x but the front-mounted cam sensor. You can tell the reluctor wheel tooth count by the color of the sensor used to read it, tooth wheels use a black sensor and tooth versions use a gray sensor. ECUs in LS engines utilize a 24x reluctor wheel on the crankshaft and have the cam position sensor in the block, at the rear of the intake.
Gen IV engines have a front-mounted cam position sensor and use a 58x wheel on the crankshaft aside from s utilizing the E40 ECM.If you are not sure if this is the correct module for your vehicle, please call before ordering!
These modules do not include any performance tuning. If you would like to purchase tuning or a core with tuning please click HERE. We do not require your core to be sent in as a core charge refund on this listing. These are purchased outright.
Please note: Any time you install another PCM into your vehicle that is not original to it, you will need to do a security relearn and a CASE relearn whether it is from us, the dealership, or any other vendor. The security relearn can be done by yourself, it is a simple process. The CASE relearn crank angle sensor error relearn needs a Tech 2 scan tool or a higher end snap on scan tool to complete.
Needing a CASE relearn will not keep the vehicle from driving, but should be done within two weeks of install if prompted by a check engine light for it. Only logged in customers who have purchased this product may leave a review.
Tuning is processing normally, most parts orders are as well with minimal delays. Reviews There are no reviews yet. Brian Tooley.The LS engine as we currently know it, was introduced more than twenty-years ago. Let that sink in. When they first came out in the new-at-the-time C5-generation Corvette, they were a totally new design, and not many folks outside of Chevrolet knew what to make of it.
Your vintage car can also benefit from their design. Plus, one of the major hurdles in bringing one of these newer-gen small-blocks to life has been addressed, and enthusiasts have options from both the aftermarket and the General himself. Interfacing with your LS engine can be done via a small, hand-held display or through a laptop. Whereas the lack of a distributor and an Octuplet of coils mounted on the valve covers originally made many enthusiasts scratch their heads, time has shown that the early adopters were right, and there are benefits to be had in this new engine configuration.
Items like drive-by-wire throttle, Active Fuel Management displacement-on-demandand cam phasing on later offerings were all factory tricks to get the most power for the least amount of fuel and emissions. Your LS will need a harness, even if you choose to use a carburetor. There are two things that you need to ask yourself, and finding the right ECU for your application hinges upon answering these two questions properly.
Note no reluctor teeth since the camshaft position sensor is at the back of the block. Images: LS1Tech. One of the benefits that both the Gen III and Gen IV engines offer is a fuel-sipping sequential fueling strategy, which injects fuel to only the individual cylinder and at just the instant that requires it, according to the firing order.
Since the piston has two TDC events — but only one firing event per cycle — the ECU needs to know where the engine is in this cycle.
Since the position of the camshaft dictates this timing, a camshaft position sensor is used to share this information with the ECU.
The preferable approach is to use a custom, aftermarket harness that eliminates needlessly long wire runs. The Gen IV engines have the sensor in the front cover, reading the front of the camshaft gear. The Gen IV engines use a tooth wheel for the crankshaft position sensor. Besides sensor location, the number of bolts that hold the cam gear in place changed over the years. Knowing the configuration you have, is key to getting your engine up and running properly, no matter what computer you use.
Knowing what you want from the beginning could make the difference between satisfaction, or re-doing parts of the project as your search for horsepower continues. Many aftermarket harnesses come with relays and fuse boxes.
Even the leads on this unit from EFI Source come labeled where they should go. Many aftermarket units have provisions for boost and nitrous control, as well as fuel and timing requirements for each.
Another benefit of some ECUs is data logging. This feature can be highly beneficial when chasing down an issue or doing some fine tuning. If you are looking for plug-and-play, this feature may not be of value to you, but knowing that going in could save you some frustration.Also, due to the fact that the 98 Vehicles do not report an OS ID, the histograms will not automatically enlarge for boosted regions.
You will need to create your own or load histograms from the saved folder. Pre-configured histograms for 98 2bar vehicles are located there.
Terminals & Pins
To apply the enhancement to your PCM please use the following procedure. This process is not guaranteed to be safe. If an error occurs during writing of critical operating system components and the VCM is powered down, the VCM will become unrecoverable via software methods. You must populate this table for the engine to run at moderate speeds with the MAF enabled. Please note that although the table now extends up to Hz, the stock MAF may not function accurately at such high airflows nor may it be able to actually output such high frequencies accurately, you may need a differnt MAF or aftermarket unit to achieve this high range.
There are three new VE tables. The TPS Multiplier table can be useful for tuning large camshafts. Boost enrichment functions as per our other enhancements, with and enable MAP, hysteresis and Boost Enrich table. Boost enrichment also triggers open loop fuelling. It is a complete fuel cut to all cylinders when active.The ECM will be plug-and-play, ready for immediate operation in your vehicle -- unlike OEM programmed ECMs offered by most other Ebay sellers, which still require learn procedures using dealer tools to function in your vehicle after installation.
Please communicate in a timely manner -- your order will not be processed without a VIN. We do not offer complex custom calibrations for modified vehicles engine swaps, aftermarket camshafts, forced induction, etc. Check if this part fits your vehicle. PCMperformance vectorbundle ECMs and programming. We program ECUs using advanced custom programming systems.
This allows us to map parameters in many calibrations to better serve customers' needs.
This also allows us to program directly off-board some ECUs which cannot be programmed standalone using standard OEM flash tools; hence we are the only Ebay seller offering programming service for such modules whereas others do not.
We continuously work to improve our capabilities in order to better serve our customers, so if we currently do not support certain modules or calibration parameters, we may in the future. USPS Express mail is also available at checkout for additional cost if you need it faster.
The processing time business days does not change. We only ship USPS. We generally do not ship on weekends. All ECUs must be installed by professional automotive technician into the correct, unmodified, application vehicle that it was ordered for.
All ECUs must be returned in same unaltered condition as they are received.
Any alteration to the form or function of the ECU, which includes but is not limited to opening or re programming it, voids the warranty. This is a part warranty, not an Ebay return policy. Due to buyers abusing the Ebay return system, we no longer have any return policy and do not accept returns. We are not a free troubleshooting ECU loaner service -- you cannot install and use our ECU to determine that your problem was something else, and return it because you don't need it anymore.Remember Me?
What's New? Last Jump to page: Results 1 to 20 of Thread Tools Show Printable Version. I count sheep in hex I'll read this more thouroughly when i get to work It doesn't have to be perfect, it just needs to be done in two weeks A wise man once said "google it".
Your explanation is pretty clear. Can you clarify for me what the difference is for the "manifold switch open" and manifold switch closed" rows? Thanks Brian. Last edited by brh26; at AM. Usually these things have a valve that is either open or closed to make the intake runners longer or shorter.
SD coefficient to tweak Chris, Given the formula and the size of the numbers, is it logical to say the Constant Coefficient is the main table to tweak in small increments?
Also, can DOD be enabled on the L76 using the appropriate switch? Originally Posted by brh Chris, Given the formula and the size of the numbers, is it logical to say the Constant Coefficient is the main table to tweak in small increments? VE fuelling feature I worked out how to smooth the transitions on the graph at least.
Now to try it in the real world. Does this mean this could be a feature in V2. Carneb, mind posting your excel sheet? Me and the latest Excel don't usually get along well together. Always Support Our Troops! Generating a VE table from the coefficents isn't too bad. I think the hard bit will be generating the coefficients from a VE table.
Know Your E67 ECU
Last edited by carneb; at AM. Originally Posted by carneb. Originally Posted by SSUte