View Full Version : 12200411 - A Few General Questions
ezobens
12-06-2013, 03:11 AM
Greetings- New member here looking to pick some brains :homer:
Looking to install a FIRST TPI system into my 69' Corvette utilizing the 1220411 PCM.
It's running a 409 SBC, 5-speed with A/C- Strictly a play toy, not a 1/4 miler..
As I sift though the volumes of information on the subject, I do have several questions that I have not been able to find the answers. Perhaps someone can chime in?
Distributor:
Has anyone attempted to graft the Vortec style distributor reluctor wheel and CMP onto a points style GM distributor?
I plan on running sequential injection with a single coil and distributor and I want to keep the original mechanical tach drive intact. I'd love to see if anyone has done this.
Knock sensors:
It seems the later 'Flat Response' style are more flexible than the 'Resonant' style (and I don't like the idea of losing a block drain to install it)- Is there any difference other than the connector between the 21024981 (Vortec) and 12623730 (LS) Knock Sensor? Which would be best for my application?
VSS:
I'm running a 5-Speed manual (SS 700). Do I need a VSS to run the 12200411? What does the VSS get me?
I don't have cruise control, will have cable driven throttle and I am running stock analog instruments so unless there is a performance or reliability advantage, do I need it?
Clutch Switch:
Not sure if this is used in conjunction with the VSS or if it works alone? Is there an advantage to using it? Should I?
Oil Pressure Sensor:
Again, is this something I need? I have a mechanical oil pressure gauge and I really don't need the PCM to alert me (by shutting down) if my oil pressure is gone. Is there any other advantage for having it other than an engine safety net?
MAF sensor:
This may be a dumb question but I can't seem to find an answer. Is size a factor? I'm assuming the MAF needs to be at least the same diameter as the throttle body but does it matter if it's bigger (IE wanting to use the 5-wire, 85mm MAF sensor with a 71mm throttle body)?
I hope I haven't scared folks away with my first post but these are the bulk of the questions I currently have.
Any experience, insight or wisdom would be most appreciated.
Also, I'd love to hear from anyone that has installed EFI (any kind) into a C3.
Thank you for your time!
Elm
dave w
12-06-2013, 04:22 AM
Distributor:
Has anyone attempted to graft the Vortec style distributor reluctor wheel and CMP onto a points style GM distributor?
I plan on running sequential injection with a single coil and distributor and I want to keep the original mechanical tach drive intact. I'd love to see if anyone has done this. With some advanced CAD work and CNC machining, anything is po$$ible. See Pics below for a Chrysler distributor custom made for use with an '0411 PCM.
Knock sensors:
It seems the later 'Flat Response' style are more flexible than the 'Resonant' style (and I don't like the idea of losing a block drain to install it)- Is there any difference other than the connector between the 21024981 (Vortec) and 12623730 (LS) Knock Sensor? Which would be best for my application? I would simply remove the knock sensor when I needed to drain the block. I would use the knock sensor from a 2002 Express Van 5.7 liter.
VSS:
I'm running a 5-Speed manual (SS 700). Do I need a VSS to run the 12200411? What does the VSS get me?
I don't have cruise control, will have cable driven throttle and I am running stock analog instruments so unless there is a performance or reliability advantage, do I need it? The VSS can be eliminated in the PCM programming.
Clutch Switch:
Not sure if this is used in conjunction with the VSS or if it works alone? Is there an advantage to using it? Should I? The clutch switch can be eliminated in the PCM programming.
Oil Pressure Sensor:
Again, is this something I need? I have a mechanical oil pressure gauge and I really don't need the PCM to alert me (by shutting down) if my oil pressure is gone. Is there any other advantage for having it other than an engine safety net? The oil pressure sensor can be eliminated in the PCM programming.
MAF sensor:
This may be a dumb question but I can't seem to find an answer. Is size a factor? I'm assuming the MAF needs to be at least the same diameter as the throttle body but does it matter if it's bigger (IE wanting to use the 5-wire, 85mm MAF sensor with a 71mm throttle body)? The 5 wire MAF can be used, as long as the PCM programming is set up for the 85mm MAF settings.
I would recommend installing a Normally Closed Brake Switch for the '0411 PCM.
dave w
ezobens
12-06-2013, 04:51 AM
Dave,
Thanks again for jumping in!
I like the custom reluctor- I saw an outfit on-line called BET Performance that has something similar but the distributor is pricey if all I want this the reluctor.
Perhaps I can inquire if they'd sell just that one part?
Who made the reluctor in your pictures above?
Ok,
So VSS,Oil PSI and Clutch Switch don't appear mandatory or advantageous for my application.
What function does the Brake Switch serve?
Any reason why you would use the Resonant vs Flat Response Knock Sensor?
I'm concerned that my engine might false trigger the Resonant style sensor more often than not (mechanical flat tappet cam and roller rocker noise).
Thoughts?
Thanks again!
Elm
mecanicman
12-06-2013, 04:57 AM
While a vss can be eliminated, its much better to run it. You can add a dakota digital vss that goes between your trans and speedo cable. Not using loses you resolution on your timing table and makes idle a little more interesting. The $40 it takes to add it is worth it in my opinion.
ezobens
12-06-2013, 05:08 AM
I'm curious (and sorry of this is a dumb question) but how does a 'Speed' sensor help at idle since the car is stationary at idle?
Just trying to understand.
Thanks!
Elm
EagleMark
12-06-2013, 05:08 AM
While a vss can be eliminated, its much better to run it. You can add a dakota digital vss that goes between your trans and speedo cable. Not using loses you resolution on your timing table and makes idle a little more interesting. The $40 it takes to add it is worth it in my opinion.X2!
I've done several differant EFI systems without VSS and some were a lot of tuning work! Then add VSS and they all ran better, even if you don't need accurate speed, just the ECM/PCM knowing the vehicle is moving or not makes Idle so much better. Amongst other things!
Also done a lot of differant motors with TBI injection and made a small cap EFI distributor for every one. Jeep, Ford, Chrysler, etc...
http://www.gearhead-efi.com/Fuel-Injection/showthread.php?21-Building-a-GM-EFI-Small-Cap-Distributor-for-TBI-Conversions!
mecanicman
12-06-2013, 05:26 AM
Its transitions between moving and idle, the computer has different strategies. If you never have a vss, the computer bases all "decisions" on you sitting still. It can be compensated for by putting more air into running airflow table then you normally would.
Any reason why you would use the Resonant vs Flat Response Knock Sensor?
I'm concerned that my engine might false trigger the Resonant style sensor more often than not (mechanical flat tappet cam and roller rocker noise).
With the 0411 PCM the L31 Vortec engines (Express / Savana) were equipped with Resonant style knock sensors, just like the LSx engines were. There are no OEM defined tables / settings for Flat Response style knocks sensors with these engines using a PCM (0411).
If you conduct an internet search regarding operating an LS2 engine with a PCM, you will read for hours about all of the impasses to attempting to correctly integrate Flat Response knock sensors and a PCM (0411).
Some have tried (and failed) to use the knock sensor settings from a 4.3L V6 using Flat Response knock sensors and a PCM (0411).
Their are couple of companies who offer a wiring harness and PCM that will supposedly achieve this - they don't work. These are typically sold as LS2 conversion kits. Anyone using one of these setups has no knock protection.
Most people who have swapped in a 24x CKP LS2 have mounted the Resonant style knock sensors.
ezobens
12-06-2013, 06:47 AM
X2!
I've done several differant EFI systems without VSS and some were a lot of tuning work! Then add VSS and they all ran better, even if you don't need accurate speed, just the ECM/PCM knowing the vehicle is moving or not makes Idle so much better. Amongst other things!
Also done a lot of differant motors with TBI injection and made a small cap EFI distributor for every one. Jeep, Ford, Chrysler, etc...
http://www.gearhead-efi.com/Fuel-Injection/showthread.php?21-Building-a-GM-EFI-Small-Cap-Distributor-for-TBI-Conversions!
I've seen this post and it's very ingenious- Unfortunately, I don't think I can utilize the 2 piece shaft arrangement in my application due to the mechanical tach drive and the cam plate assembly required to attach the points style rotor. I think my best bet will be to alter the cam plate to allow me to attach the reluctor securely.
Luckily, I have a lot of spare OEM points distributors laying around that I can butcher (err- "Engineer") and try to make something that works.
The biggest machining operation would be to the notch the main body so I could attach the OEM CMP sensor without having to notch distributor caps.
Thanks for the ideas!
Elm
ezobens
12-06-2013, 07:06 AM
With the 0411 PCM the L31 Vortec engines (Express / Savana) were equipped with Resonant style knock sensors, just like the LSx engines were. There are no OEM defined tables / settings for Flat Response style knocks sensors with these engines using a PCM (0411).
If you conduct an internet search regarding operating an LS2 engine with a PCM, you will read for hours about all of the impasses to attempting to correctly integrate Flat Response knock sensors and a PCM (0411).
Some have tried (and failed) to use the knock sensor settings from a 4.3L V6 using Flat Response knock sensors and a PCM (0411).
Their are couple of companies who offer a wiring harness and PCM that will supposedly achieve this - they don't work. These are typically sold as LS2 conversion kits. Anyone using one of these setups has no knock protection.
Most people who have swapped in a 24x CKP LS2 have mounted the Resonant style knock sensors.
OK-
I was following the path of since the the 4.3L Vortec used the Flat Response Sensors with the 12200411 PCM, why couldn't I just overwrite the 5.7L Knock code with the 4.3L? Seems from the outside that this wouldn't be hard to do but then I have ZERO experience playing with any code within these controllers.
Bummer, on paper it sounds like this would be a fairly easy switch but it sounds like not so much.
Thanks!
Elm
ezobens
12-06-2013, 07:08 AM
Its transitions between moving and idle, the computer has different strategies. If you never have a vss, the computer bases all "decisions" on you sitting still. It can be compensated for by putting more air into running airflow table then you normally would.
Sounds like the VSS may be something I need to consider-
Does the clutch switch play any role with this idle strategy as well?
Thanks!
Elm
mecanicman
12-06-2013, 07:34 AM
Sounds like the VSS may be something I need to consider-
Does the clutch switch play any role with this idle strategy as well?
Thanks!
Elm
Yes, but it is easiar to tune around in my opinion.
EagleMark
12-06-2013, 07:46 AM
What role does clutch signal play? Isn't it needed for Case Relearn? Or was that Parking Brake on manuals?
ezobens
12-06-2013, 08:07 AM
If the brake switch is solely for Case Re-Learn, I'd rather just wire a toggle switch vs wiring in the Emergency Brake-
Or are their TWO brake signals (one for the foot and one for the emergency brake)?
mecanicman
12-06-2013, 08:21 AM
What role does clutch signal play? Isn't it needed for Case Relearn? Or was that Parking Brake on manuals?
The biggest place you would notice it is when coasting down, high vacum situation where the tires are driving the engine. Stepping on the clutch pedal changes the airflow requirements, pcm compensates. Base running airflow and throttle cracker can cover this.
EagleMark
12-06-2013, 09:40 AM
The biggest place you would notice it is when coasting down, high vacum situation where the tires are driving the engine. Stepping on the clutch pedal changes the airflow requirements, pcm compensates. Base running airflow and throttle cracker can cover this.:happy:
Lextech
12-06-2013, 03:28 PM
For the needs of your particular build, I think the EFIConnection timing cover would be your best choice. You can use that cover with EFIConnections double row timing set that has the CMP reluctor built into it. This cover would give you what you are looking for----Double row chain, CKP sensor, CMP sensor and not affect your stock distributor.
Jeff
ezobens
12-06-2013, 05:08 PM
For the needs of your particular build, I think the EFIConnection timing cover would be your best choice. You can use that cover with EFIConnections double row timing set that has the CMP reluctor built into it. This cover would give you what you are looking for----Double row chain, CKP sensor, CMP sensor and not affect your stock distributor.
Jeff
Jeff,
Where can I see this cover/timing set?
EFIConnection's web-site leaves a bit to be desired. They seem to offer many products that aren't listed. A catalog would be ideal.
I've seen their modified Vortec cover that fits GEN I SBCs but it looks like it's simply the Vortec cover with a GEN I flange grafted on?
From my understanding, it still doesn't support a double row timing chain- If it does, they should list that detail on their web-site and they'd get a TON of sales!
I also don't see where where they offer a double row timing chain / reluctor combo?
I will be utilizing the 4x crank reluctor, which I don't think EFIConnection has re-tooled for GEN I / double timing chain applications.
Can you clarify?
Thanks!
Elm
dave w
12-06-2013, 05:55 PM
Elm,
There will soon be a SBC / BBC distributor (small cap point style) that has both the '0411 4x crank sensor and the cam sensor. It will Not have provisions for the mechanical tachometer. The above mentioned distributor is patented! Pricing has not been determined. The first production run is scheduled in early 2014. Production runs are currently being quoted.
dave w
ezobens
12-06-2013, 07:19 PM
Elm,
There will soon be a SBC / BBC distributor (small cap point style) that has both the '0411 4x crank sensor and the cam sensor. It will Not have provisions for the mechanical tachometer. The above mentioned distributor is patented! Pricing has not been determined. The first production run is scheduled in early 2014. Production runs are currently being quoted.
dave w
Dave,
Will this be a dual pickup distributor (4x and 1x sensors)? Will this be an EFIConnection item?
Sounds like a great idea but unless they sell the components individually, it still won't help with my specific application.
As stubborn as it sounds, I am not giving up my mechanical tach drive. :mad1:
lol
dave w
12-06-2013, 07:44 PM
Dave,
Will this be a dual pickup distributor (4x and 1x sensors)? Will this be an EFIConnection item?
Sounds like a great idea but unless they sell the components individually, it still won't help with my specific application.
As stubborn as it sounds, I am not giving up my mechanical tach drive. :mad1:
lol
The distributor I've mentioned Is Not a product to / from EFI Connections. The distributor is dual pickup, using two individual factory sensors. At this point in time, I can Not reveal who's distributor it is. Mechanical drive is PO$$IBLE, but your not going to like the price! At this point in time, I Can Not post screen shots of the CAD drawings.
dave w
ezobens
12-06-2013, 08:07 PM
The distributor I've mentioned Is Not a product to / from EFI Connections. The distributor is dual pickup, using two individual factory sensors. At this point in time, I can Not reveal who's distributor it is. Mechanical drive is PO$$IBLE, but your not going to like the price! At this point in time, I Can Not post screen shots of the CAD drawings.
dave w
Ahh. Cloak and Dagger stuff.. love it.
Any ballpark on when this product will be GA?
ezobens
12-06-2013, 08:14 PM
It looks like the VSS provision that Keisler has on their SS700 trans is for the Ford style analog VSS.
I'm guessing that it will in NO way be compatible with the 12200411 PCM?
If not, I will need to research my options for an in-line VSS with the stock cable-
The problem is that the SS700 doesn't use the threaded GM style speedometer gear adapter (it's just a fitting with an o-ring that is held in place with a clamp like a distributor) so I may need to do some digging...
Elm
dave w
12-06-2013, 11:29 PM
It looks like the VSS provision that Keisler has on their SS700 trans is for the Ford style analog VSS.
I'm guessing that it will in NO way be compatible with the 12200411 PCM?
If not, I will need to research my options for an in-line VSS with the stock cable-
The problem is that the SS700 doesn't use the threaded GM style speedometer gear adapter (it's just a fitting with an o-ring that is held in place with a clamp like a distributor) so I may need to do some digging...
Elm
JTR offers a drive shaft mounted VSS http://www.jagsthatrun.com/Pages/Parts_S10-Reluctor-Diff.html
Pics below show a custom built VSS assembly, similar to the JTR part.
dave w
dave w
12-06-2013, 11:37 PM
Ahh. Cloak and Dagger stuff.. love it.
Any ballpark on when this product will be GA?
There has been a considerable amount of time / research / expense developing this distributor, so there is a need to keep things under wraps. The early design used the large cap HEI, which worked extremely well. The business decision to go with "as small as possible" is where everyone felt would be the most marketable to bring to develop. Not sure on the release date, most likely in the first 90 days of 2014.
dave w
ezobens
12-07-2013, 12:55 AM
There has been a considerable amount of time / research / expense developing this distributor, so there is a need to keep things under wraps. The early design used the large cap HEI, which worked extremely well. The business decision to go with "as small as possible" is where everyone felt would be the most marketable to bring to develop. Not sure on the release date, most likely in the first 90 days of 2014.
dave w
Awesome-
Please keep us posted!
Elm
ezobens
12-07-2013, 01:22 AM
JTR offers a drive shaft mounted VSS http://www.jagsthatrun.com/Pages/Parts_S10-Reluctor-Diff.html
Pics below show a custom built VSS assembly, similar to the JTR part.
dave w
Nice hardware but seems a bit more complicated than I need to just get a speed signal?
I see that Dakota Digital makes a model SEN-01-2 VSS that fits Ford (and my SS700) that is an 8K pulse generator-
Can the 12200411 be modified to accept this 8K signal? If so, I'm golden and it's only like $35!
lionelhutz
12-07-2013, 01:50 AM
Where can I see this cover/timing set?
The setup with the 1x cam signal on the front cover isn't available yet so not much detail. The picture does show double row timing gear sprockets.
You could use the LT1 kit for the double row timing chain. The water pump drive hole would have to be plugged.
dave w
12-07-2013, 03:09 AM
Nice hardware but seems a bit more complicated than I need to just get a speed signal?
I see that Dakota Digital makes a model SEN-01-2 VSS that fits Ford (and my SS700) that is an 8K pulse generator-
Can the 12200411 be modified to accept this 8K signal? If so, I'm golden and it's only like $35!
Below is screen shot of the EFI Live '0411 speedometer calibrations. ETC is Electronic Throttle Control. 8K pulses seems like a calibration challenge.
dave w
ezobens
12-07-2013, 03:34 AM
Below is screen shot of the EFI Live '0411 speedometer calibrations. ETC is Electronic Throttle Control. 8K pulses seems like a calibration challenge.
dave w
Since I have never played with these PCMs before, I still have a lot to learn.
I know that GM had 2K and 4K pulse VSS but what does that equate to in the table you provided above?
Is that 2K or 4K per revolution or per KM or?
Again, I apologize for the dumb question(s) but I do want to learn about all this stuff.
Thank you for your patience!
Elm
ezobens
12-07-2013, 03:41 AM
The setup with the 1x cam signal on the front cover isn't available yet so not much detail. The picture does show double row timing gear sprockets.
You could use the LT1 kit for the double row timing chain. The water pump drive hole would have to be plugged.
Is there a link that shows what you speak of?
I don't need the 1x cam signal from the front cover, only the 4x crank signal.
I see nothing on EFIConnection's site that shows a Gen I front cover with provision for a double row timing set, reluctor and CKP.
The ONLY cover I've seen so far that accommodates all 3 items is the billet cover offered by TPiS for close to $300.
Please provide a link so I can see what you are suggesting.
Thanks!
Elm
dave w
12-07-2013, 04:11 AM
Since I have never played with these PCMs before, I still have a lot to learn.
I know that GM had 2K and 4K pulse VSS but what does that equate to in the table you provided above?
Is that 2K or 4K per revolution or per KM or?
Again, I apologize for the dumb question(s) but I do want to learn about all this stuff.
Thank you for your patience!
Elm
40 pulses per drive shaft revolution for PCM's .... 2K / 4K for ECM's
dave w
Below is screen shot of the EFI Live '0411 speedometer calibrations. ETC is Electronic Throttle Control. 8K pulses seems like a calibration challenge.
dave w
EFILive has very good speedometer parameters available. Pulse generators (2K/ 4K / 8K / 16K) are generally no problem to configure - you just need to think outside of the box a little.
When you are actually ready - post your tune, tire size, gear ratio, and pulse generator type (i.e. 4K) and I will set it up for you.
lionelhutz
12-07-2013, 05:01 AM
Look at EFI Connections SBC page part way down.
http://www.eficonnection.com/temp/24x_coming_soon.png
(http://www.eficonnection.com/temp/24x_coming_soon.png)EFI connection just sells 24X and 58X conversion stuff.
The 96-97 LT1 had a 4X wheel and cover on it. Not sure how well it clears a double row chain.
Why not just get a good single row chain?
ezobens
12-07-2013, 06:34 AM
Look at EFI Connections SBC page part way down.
http://www.eficonnection.com/temp/24x_coming_soon.png
(http://www.eficonnection.com/temp/24x_coming_soon.png)EFI connection just sells 24X and 58X conversion stuff.
The 96-97 LT1 had a 4X wheel and cover on it. Not sure how well it clears a double row chain.
Why not just get a good single row chain?
Ahhh.. Yes, this looks very similar to the TPiS billet timing cover that costs $300 (for just the cover) with the added CMP sensor modification.
EFIConnection's solution, while very slick, will most likely be very pricey.
I can't justify the cost for convenience factor if I can engineer a solution that better addresses my specific application at a fraction of the cost.
Just sayin' :happy:
I plan on essentially doing the same thing (CMP sensor still in the distributor) with a cast aluminum marine cover with the 4x reluctor at a fraction of the cost.
The 4x GM reluctor will clear a double roller chain if I put a spacer behind it (.150" or so from what I've read from others), which is simple enough to fabricate and also adding a sensor mount on the cover. I have a fairly expensive double row timing set that has less than 100 miles on it so pitching it and going back to a single is not an option.
I don't mind spending the money where necessary but in this case, I'd rather spend a little R&D time and spend the money on things I can't create on my own.
I appreciate the suggestions though and this is the kinda stuff I want to see and learn about-
Some of these things I'll end up using, others I won't but it's all good information regardless.
Thanks!
Elm
mecanicman
12-07-2013, 08:52 AM
It looks like the VSS provision that Keisler has on their SS700 trans is for the Ford style analog VSS.
I'm guessing that it will in NO way be compatible with the 12200411 PCM?
If not, I will need to research my options for an in-line VSS with the stock cable-
The problem is that the SS700 doesn't use the threaded GM style speedometer gear adapter (it's just a fitting with an o-ring that is held in place with a clamp like a distributor) so I may need to do some digging...
Elm
Post 18#, your covered
http://forums.corvetteforum.com/c1-and-c2-corvettes/3219466-keisler-ss700-5-speed-transmission-delivered.html
ezobens
12-07-2013, 09:24 AM
EFILive has very good speedometer parameters available. Pulse generators (2K/ 4K / 8K / 16K) are generally no problem to configure - you just need to think outside of the box a little.
When you are actually ready - post your tune, tire size, gear ratio, and pulse generator type (i.e. 4K) and I will set it up for you.
Outstanding!
I'll be taking you up on that.
Thanks so much!
Elm
May be some help, also offer 2/K adapter.
http://www.ebay.com/itm/90-92-TPI-Retrofit-Style-VSS-Speed-Sensor-4000-Pulse-/370956316601?pt=Motors_Car_Truck_Parts_Accessories&hash=item565eb82fb9
ezobens
12-07-2013, 07:21 PM
May be some help, also offer 2/K adapter.
http://www.ebay.com/itm/90-92-TPI-Retrofit-Style-VSS-Speed-Sensor-4000-Pulse-/370956316601?pt=Motors_Car_Truck_Parts_Accessories&hash=item565eb82fb9
This particular VSS won't work wit my Keisler SS700 because it uses a Ford style VSS housing (o-ring fitting vs threaded ).
Thanks for looking!
Elm
Ah, right forgot about your SS700 speedo drive.
My GM mindset showing
Ahhh.. Yes, this looks very similar to the TPiS billet timing cover that costs $300 (for just the cover) with the added CMP sensor modification.
EFIConnection's solution, while very slick, will most likely be very pricey.
I can't justify the cost for convenience factor if I can engineer a solution that better addresses my specific application at a fraction of the cost.
Just sayin' :happy:
Thanks!
Elm TPIS actually makes the BILLET front timing covers that EFIConnection sells. $299 for a front timing cover.
Over on Third Gen forums, the forums that deal with teh 82-92 Camaro/Firbirds. There is a guy named Craig Moates that owns Moates, the company that sells EFI tuninge quipement and the like. Look up his profile his username is "Craig Moates"and he describes how he machined up a spacer that allows double roller timing chains using teh stock plastic L31/30 (Vortec 350/305) timing cover along with a crank position relcutor and crank position sensor. I think you are correct in your 0.150" spec IIRC.
peace
Hog
ezobens
12-13-2013, 04:49 PM
OK, while I'm getting my CKP cover/mounting engineered, I have other sensor related questions:
What type (make / part number) of heated O2 sensors would work best with the 12200411 on a TPI set-up?
These things aren't cheap and I'd like to avoid the "trial and error" method of finding the proper ones.
Also, is there a preference in MAF sensors? There are the traditional round housings with the mesh inserts and the latest ones are the 'Blade' type that seem much more compact and can potentially be mounted more easily. I'm looking at going with the 5-wire style that has the air temp sensor integrated with the MAF. Any pros/cons for either? Is there a performance or reliability different between the two?
I'll be running a 71mm throttle body on the FIRST TPI intake if that makes a difference-
Again, thanks to everyone taking the time to comment and offer suggestions and advice. :thumbsup:
Elm
dave w
12-13-2013, 11:21 PM
If the online parts information is correct, the 2002 Express Van 5.7 liter (Vin R) uses AC Delco part # AFS105 for the upstream (before catalytic converter) Heated O2 Sensors (HO2S). I would use the AFS105 HO2S for a TPI system controlled by the 12200411 PCM. I'm sure aftermarket brands can be cross referenced to the AFS105 part number. I'm sure the aftermarket HO2S are competitively priced compared to the AFS105 pricing. The 12200411 uses 4 HO2S 1 upstream, 1 downstream on each side of the engine to make a total of 4 HO2S. The two downstream HO2S can be eliminated with custom PCM Flash Programming.
The MAF is optional with the 12200411 PCM, but custom Flash Programming is required. The 2002 Express Van 5.7 liter (VIN R) used a 3 Wire MAF Sensor. The LS 5.3 liter MAF Sensor is 5 wire, a segment swap of the 5.3 liter MAF Parameters will need to be done for the 1200411 PCM Flash Programming.
dave w
ezobens
12-14-2013, 06:10 PM
If the online parts information is correct, the 2002 Express Van 5.7 liter (Vin R) uses AC Delco part # AFS105 for the upstream (before catalytic converter) Heated O2 Sensors (HO2S). I would use the AFS105 HO2S for a TPI system controlled by the 12200411 PCM. I'm sure aftermarket brands can be cross referenced to the AFS105 part number. I'm sure the aftermarket HO2S are competitively priced compared to the AFS105 pricing. The 12200411 uses 4 HO2S 1 upstream, 1 downstream on each side of the engine to make a total of 4 HO2S. The two downstream HO2S can be eliminated with custom PCM Flash Programming.
The MAF is optional with the 12200411 PCM, but custom Flash Programming is required. The 2002 Express Van 5.7 liter (VIN R) used a 3 Wire MAF Sensor. The LS 5.3 liter MAF Sensor is 5 wire, a segment swap of the 5.3 liter MAF Parameters will need to be done for the 1200411 PCM Flash Programming.
dave w
Thank you Dave!
Seems there are quite a few vendors selling these O2 sensors and they are all around $30-$40 a pop. Are any brand(s) more desirable than the other? I'm thinking I should stay with Delco, Delphi, Denso, Bosch or ?? Any brands more reliable than the other?
For the MAF, I won't be running the 3-wire as I'd rather have the air temp sensor with the MAF vs in the plenum of the intake. I'm trying to decide if the 85mm Corvette 5-wire MAF or the 'Blade' style 5-wire MAF is the better way to go? Again, my main concern is reliability and ease of installation. Are the Blade style more temperamental than the traditional round housing MAFs?
Thanks again!
Elm
mecanicman
12-14-2013, 06:41 PM
With a 71mm throttle body a 85mm maf will not be your restriction. If by blade you the ls7 card style maf, they have a tendancy to drop out at low airflow in larger tubes making idle a challenge sometimes. If your installation is made easiar by the card style maf, just use a reasonable size intake tube and put it in straight section of the tube, not right after an elbow. Either will work fine.
dave w
12-14-2013, 07:28 PM
For the MAF, I won't be running the 3-wire as I'd rather have the air temp sensor with the MAF vs in the plenum of the intake. I'm trying to decide if the 85mm Corvette 5-wire MAF or the 'Blade' style 5-wire MAF is the better way to go? Again, my main concern is reliability and ease of installation. Are the Blade style more temperamental than the traditional round housing MAFs?
I would use the Corvette MAF. Make sure the correct MAF Grams vs. Frequency is programmed in the computer.
dave w
Is there a link that shows what you speak of?
I don't need the 1x cam signal from the front cover, only the 4x crank signal.
I see nothing on EFIConnection's site that shows a Gen I front cover with provision for a double row timing set, reluctor and CKP.
The ONLY cover I've seen so far that accommodates all 3 items is the billet cover offered by TPiS for close to $300.
Please provide a link so I can see what you are suggesting.
Thanks!
Elm
This is a 24x reluctor I got from EFIConn. it was only $150 but is for single timing chain only. I run a hydraulic roller cam dont plan on revving over 7000rpm. GM didnt even run a double on the 1996 LT4 and it had the highest rev limit of any GEN 1/2 engine of 6412rpm. They did run roller rockers as the ball seat stamped rockers were galling above 6000rpm and GM designs for 200,000 mile durability nowdays. I wont pay $300 for a cover that you cant even see once installed, $20 plastic is good for me. Different strokes.
http://i1202.photobucket.com/albums/bb373/Paul_Schermerhorn/EFIConnection/020.jpg (http://s1202.photobucket.com/user/Paul_Schermerhorn/media/EFIConnection/020.jpg.html)
http://i1202.photobucket.com/albums/bb373/Paul_Schermerhorn/EFIConnection/007.jpg (http://s1202.photobucket.com/user/Paul_Schermerhorn/media/EFIConnection/007.jpg.html)
And here is the $25 distributer cover for Vortec V8 distributer use.
http://i1202.photobucket.com/albums/bb373/Paul_Schermerhorn/EFIConnection/010.jpg (http://s1202.photobucket.com/user/Paul_Schermerhorn/media/EFIConnection/010.jpg.html)
http://i1202.photobucket.com/albums/bb373/Paul_Schermerhorn/EFIConnection/009.jpg (http://s1202.photobucket.com/user/Paul_Schermerhorn/media/EFIConnection/009.jpg.html)
peace
Hog
ezobens
12-14-2013, 10:43 PM
I would use the Corvette MAF. Make sure the correct MAF Grams vs. Frequency is programmed in the computer.
dave w
Awesome info-
Thank you!
Elm
ezobens
12-14-2013, 10:49 PM
This is a 24x reluctor I got from EFIConn. it was only $150 but is for single timing chain only. I run a hydraulic roller cam dont plan on revving over 7000rpm. GM didnt even run a double on the 1996 LT4 and it had the highest rev limit of any GEN 1/2 engine of 6412rpm. They did run roller rockers as the ball seat stamped rockers were galling above 6000rpm and GM designs for 200,000 mile durability nowdays. I wont pay $300 for a cover that you cant even see once installed, $20 plastic is good for me. Different strokes.
peace
Hog
Thanks for the info Hog!
Still working on my front cover solution- The marine cover won't work due to the short water pump I need for the Corvette and the diameter of the 4x reluctor.
Working on plan 'B' that utilizes the plastic from cover with a spacer thick enough to allow for the dual roller timing set. All I need is like an 1/8" to get it to fit without rubbing. I'll keep everyone posted on how that goes-
Elm
ezobens
10-04-2014, 12:46 AM
OK- It's been a while.
I'm starting to ramp-up for my EFI swap this winter.
The one thing I'm beating my head over is trying to find 12200411 pin-out diagrams for the 2001-2002 circa 4.3 V6 so I can compare them with the L31 V8.
My dilemma is over the Knock Sensors- I REALLY want to use flat response (2-wire) variety vs the resonant style.
I had a custom harness made but I believe the wrong pin-outs were used for the 2-wire sensor.
My harness has the Dark Blue wire at C1-51 and the Gray wire at C1-49. Of course, any diagram I've found so far for the L31 Express Van says C1-49 is unused but C1-51 is for the resonant type knock sensor and not the flat response.
From what I've pieced together so far surfing on-line is that the V6 using the flat response sensor uses C1-9 but I have no idea where the second wire goes-
It also appears that neither the L31 or the V6 uses dual knock sensors, regardless of type?
My question is where can I find an accurate wiring diagrams for both the L31 (2002) Express Van and a 2002 V6 Blazer with the 12200411?
I don't want to install anything until I validate all this wiring and have it 100% correct.
Any help or advice (other than don't use them :-) would be most appreciated.
Thank you!
Elm
mecanicman
10-04-2014, 01:32 AM
pm me your email address
ezobens
10-04-2014, 04:57 PM
Now that I have the info I need (Thanks mecanicman!), here is an off the wall question:
Most of these flat response sensors only have an opening that accepts an 8mm bolt, which on a Gen I SBC is going to be a 5/16" bolt. Not a common bolt size in the block.
Is it possible to carefully machine the hole in the sensor to 10mm so it can accept a more readily accessible 3/8" bolt?
It looks like there is enough 'meat' on the sensor to do it safely.
Thoughts?
Thanks!
Elm
ezobens
04-19-2016, 06:40 AM
OK, it's been a while (I hate it when life gets in the way ;-) but I finally got everything together and fired up.. Well almost..
The car will fire and run for a few seconds and then die-
It almost acts like it's not getting enough fuel (40# injectors @ 58 PSI- Plenty of fuel for this engine).
I've got good spark (lights right up and runs smoothly for the few seconds it does run) but I don't know how to tell if the distributor is perfectly set since this is an aftermarket intake and the Vortec distributor doesn't allow for adjustment without modifying the clamp.
Now for the fun part, how do I troubleshoot something that only runs for a few seconds?
Are there any logs I can pull from the PCM to help point me in the right direction?
I started off with a 2002 L31 Express Van tune and modified it accordingly.
Sorry if this is a really basic question but I'm just trying to determine where to start with troubleshooting 101-
Any advice would be most appreciated.
Thank you!
Elm
Fast355
04-19-2016, 03:36 PM
OK, it's been a while (I hate it when life gets in the way ;-) but I finally got everything together and fired up.. Well almost..
The car will fire and run for a few seconds and then die-
It almost acts like it's not getting enough fuel (40# injectors @ 58 PSI- Plenty of fuel for this engine).
I've got good spark (lights right up and runs smoothly for the few seconds it does run) but I don't know how to tell if the distributor is perfectly set since this is an aftermarket intake and the Vortec distributor doesn't allow for adjustment without modifying the clamp.
Now for the fun part, how do I troubleshoot something that only runs for a few seconds?
Are there any logs I can pull from the PCM to help point me in the right direction?
I started off with a 2002 L31 Express Van tune and modified it accordingly.
Sorry if this is a really basic question but I'm just trying to determine where to start with troubleshooting 101-
Any advice would be most appreciated.
Thank you!
Elm
I know this may sound elementary, but did you disable VATS?
ezobens
04-19-2016, 05:21 PM
Yes-
Fuel pump runs and ignition fires, I just can't keep it running.
I suspect if VATS was an issue, I wouldn't even get that far?
Thanks,
Elm
Fast355
04-19-2016, 07:45 PM
Yes-
Fuel pump runs and ignition fires, I just can't keep it running.
I suspect if VATS was an issue, I wouldn't even get that far?
Thanks,
Elm
Put an engine in a 1999 Suburban a while back. It would fire and then instantly die. Was a VATS issue. You could be flooding it out. Have you hooked an injector noid light to it yet?
ScottP
04-19-2016, 07:56 PM
I ran into the same issue when I retrofit a 12200411 PCM to my 455 Pontiac. The problem was that the VE table I started with was far
too low for my application. The 411 uses a VE table whose entries are proportional to engine displacement, so if your engine is much
larger in displacement than the stock calibration you started with, you will need to scale the VE table accordingly, just to get in the
ballpark.
In my case, the finished VE table for my 455 was nearly 2x that of the L31 calibration I started with in the idle/low load areas that
you'd be using when transitioning from startup fueling to the VE table. This meant that before I made the correction, as the PCM
transitioned from cranking fueling to run fueling, it would be VERY lean and would stall.
-Scott
ezobens
04-19-2016, 08:43 PM
OK.. A little embarrassed here. It appears I 'thought' about disabling VATS but never actually changed the setting.
So even with VATS enabled, the fuel pump runs and the ignition will fire?
I'm learning something every day with this stuff!
Is this the only place this needs to be disabled (System -> Theft -> Parameters)?
ScottP's comment is probably also valid-
I'm running a healthy 409 CID and I have not touched the VE table.
Guess I need to disable VATS and move to the next step.
Thanks everyone! I will keep you posted.
Elm
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ezobens
01-23-2017, 11:22 PM
I can't believe it's 2017 and I still don't have this car on the road! The good news is that the car starts and I was able to dial in the CMPRET to +-2 degrees. The challenge I'm having is getting the car to start and run consistently. Sometimes it will start right up, other times I have to hold the throttle open to get it to finally start. Once I do get it started it will typically (but not always) idle pretty smoothly around 1000 RPM. I tried to do the CASE re-learn but I can't get the car to run well enough (consistently) to finish the process. The latest behavior is that it now will surge from around 900 to 1700 RPM at idle and I am at a loss to explain why when it hasn't surged before? A little background since it's been a while: Car is a 69' Corvette with a 409 CI Gen I SBC running a FIRST TPI intake and a 2000 Camaro Fuel module with a returnless fuel system (C5 Corvette fuel filter/regulator). I started with a 2002 L31 tune and swapped segments for the transmission (running a manual), MAF (running a 5-Wire LS1 Corvette MAF) but am still running the L31 coil and Vortec Distributor. I've updated the injector table for 40# injectors and updated the engine parameters to the current displacement. It's basically a 409 CI version of a TPI motor (complete with IAC, MAF, MAP and TPS sensors) running a 411 PCM. I am running a mechanical flat tappet cam (233/241 @ .050, .505/.520 Lift, 110 LSA) so the vacuum at idle (1000 RPM) is about 12". I know I've made a fair amount of changes to the various tables to emulate the fuel and spark tables of a LS1 Corvette but I'm somewhat stuck as far as where to go from here with interpreting the datalogs and how to systematically dial in the tune to make the car driveable. The only DTC I'm getting to date is the P1336, which to be expected since I have yet to complete the CASE relearn. I've found several threads with good information but I'm not really sure as to the order to tackle them since everything seems to be interrelated. I do have a wideband O2 sensor but until I can get it running more consistently, I'm not sure there is a need to use it just yet. Any suggestions would be most appreciated. I can also post my EFI Live tune and datalogs if anyone needs a good laugh. Thank you for your time! Elm
dave w
01-24-2017, 12:43 AM
Did you change the injector flows for a return-less system? ... See attached pictures. David
ezobens
01-24-2017, 12:56 AM
Thanks David- Yes, it appears my table is correct per your 'Returnless' screen shot.
ezobens
01-24-2017, 01:11 AM
I ran into the same issue when I retrofit a 12200411 PCM to my 455 Pontiac. The problem was that the VE table I started with was far too low for my application. The 411 uses a VE table whose entries are proportional to engine displacement, so if your engine is much larger in displacement than the stock calibration you started with, you will need to scale the VE table accordingly, just to get in the ballpark. In my case, the finished VE table for my 455 was nearly 2x that of the L31 calibration I started with in the idle/low load areas that you'd be using when transitioning from startup fueling to the VE table. This meant that before I made the correction, as the PCM transitioned from cranking fueling to run fueling, it would be VERY lean and would stall. -Scott I have not touched the VE tables and am currently using the stock LS1 Corvette table- How do you know where and how much to adjust? Is it more trial and error or is there a methodology? Thanks! Elm
ScottP
01-24-2017, 01:54 AM
To start with, you could scale the VE table by the ratio of your engine's displacement (409ci) to the stockLS1 (346ci) whose VE table you used, so in this case, x1.182.Once its running, you'll need to datalog your trims to begin fine tuning the VE table. Both EFILive andHPTuners have excellent logging utilities that bin your trims into the same cell structure as the VE table.
ezobens
01-24-2017, 02:49 AM
To start with, you could scale the VE table by the ratio of your engine's displacement (409ci) to the stockLS1 (346ci) whose VE table you used, so in this case, x1.182.Once its running, you'll need to datalog your trims to begin fine tuning the VE table. Both EFILive andHPTuners have excellent logging utilities that bin your trims into the same cell structure as the VE table. Do I want to modify just the 'Main VE' table or also the 'VE While Cranking' table (EFILive)? Thanks! Elm
dfarr67
08-03-2018, 12:06 AM
So how did this thing come together?
ezobens
08-03-2018, 12:26 AM
So how did this thing come together?
It's slowly coming together.
I was on a roll until I was diagnosed with cancer so unfortunately everything else in life has taken a back seat.
I did get the car running and got the idle dialed in pretty well but had to put the project on hold before I could get out and get the 'driving' tables dialed in. I am still hoping to get it wrapped up before Winter- I REALLY need to get this thing on the road, it's been too long.
The advice I've received so far has helped quite a bit in getting the tune closer to where it needs to be. I've only taken the car around the block but I can already tell is has a ton of power so I'm excited to get it finished.
More to come- Hopefully!
Elm
dfarr67
08-03-2018, 12:42 AM
Yes the big C- was rushed for tests last year, the cancer hospital has got to be the most depressing place I've ever been- best wishes. As for the project- my conversion parts are almost together, but time flies.
ezobens
08-03-2018, 01:31 AM
Yes the big C- was rushed for tests last year, the cancer hospital has got to be the most depressing place I've ever been- best wishes. As for the project- my conversion parts are almost together, but time flies.
Thank you-
I'm actually temporarily living in Houston for this round of treatments but hope to be back home in October to finish the Vette.
What is your conversion?
Finishing up my air cleaner set-up..
13204
In-Tech
08-03-2018, 04:09 AM
Man, nothing like a big smack to the back of the head. I wish you both the best.
-Carl
dfarr67
08-03-2018, 05:18 PM
Mine turned out to be negative, still it gives you pause for thought about the bullet dodged.
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