EFIconnection.com is currently offering harnesses to control TPI style intake systems with the 0411 LS1 PCM.

http://www.eficonnection.com/eficonn.../12200411.aspx

I was just wondering if anyone out there has installed/ran this harness and what they thought about it. I know it is fairly new but i have been wanting to do this for quite some time.

My efforts are to control a Holley Stealthrammed 355 and Vortech R-trim with the 0411

 

Its been here for a while, search and you will find a long thread about it.

https://www.thirdgen.org/forums/tpi/...pinions-5.html



There are several people here using it.

/N.

 

411 PCM controlling boost...........have you priced out the tuning software & scanner software yet? It is a shocker. Throw in a harness & vortec parts and the prices is up there. Is it really worth it? I agree that it would be a fun project, but it doesn't seem worth it unless there are freeware tuning/scanning tools.

 

From what Ive seen, those tuning software packages are kinda sparse as far as what the offer. Some things are even wrong, like allowing the user to mess with the force motor cal tables rather then the actual desired line pressure tables like you should be doing. Id give them a C-...

 

I assume your refuring to the automatic transmission controls?

Im collecting parts to switch to TPI, and trying to find info on this swap. But nobody in the TPI section or PM's seems to be wanting to offer help.

 

cointact s10wildside and craig moates (especially craig). craig hast a runng hsr using the ls1 pcm.

 

Well, so far, I have found a TON of information regarding the swap, but still have yet to get any parts. I am still going over my list and checking it twice. I really hope to get my new project up and running soon! I look forward to keeping everyone updated on the project and telling you guys about any problems i am having!

 

How can I help? I have been the harness builder at EFI Connection doing these 0411 conversion harnesses for 3rd gens. I've experienced a few of the conversions and so far everyone has been very excited with the results of the newer electronics. What questions do you have? I'd like to help.

- Mike

 

Does EFI Connection offer a LS1/TPI drop in harness? LS1 ECM?

Using a mostly stock TPI (just the usual mods....cat-back, K&N, etc....the basics) what would be needed, besides the harness & ECM, to complete the conversion?

Benefits? ie...MPG from SFI?

 

I'm very interested in this too, as I have EFI Live and a complete TPI unit already, would just need a 411 PCM (can source easily) and this harness.

I am a little confused on the comments on the EFI Connection site though.

"Engine Modifications
A crankshaft sensor and camshaft sensor must be added to the 1995 and older engines. If not using a Vortec engine, a 96-99 Vortec crank timing reluctor, timing cover, and crankshaft sensor must be installed. The four tooth crankshaft reluctor ring is installed behind the timing cover. The crankshaft sensor is installed into the Vortec timing cover. If not using a 96-99 Vortec balancer, the balancer must have material removed (surface mating to the crank timing sprocket) so that the crankshaft pulley does not extend beyond the other pulleys."

"Powertrain Control Module (PCM) Selection
This system is designed to work with the 01-02 LS1 Powertrain Control Module (PCM). The GM part number for this PCM is 12200411. The 97-00 LS1 PCMs will not accept the necessary custom operating system to work with the 96-99 four tooth timing reluctor. No original GM calibration will operate this system, a reflash of the PCM is required."

Just to make sure I understand this part, I can build an engine using the Vortec 4 tooth reluctor, IF I use the 01-02 computer, correct? So all I'd need to do is build an engine using the Vortec sensors, install my TPI, wire it up and go, correct? This means it'll work with the Vortec distributor as well, or will I need to locate coil packs? Are there any roadblocks I'd need to be aware of when using this setup? EDIT - Whups, just saw the part numbers for the correct distrubutor on your page. Scrolling works wonders .

Also, I'm not a fan of the 4L60E transmission at all, what would need to be done to make a 7004R work properly? If nothing else I can probably set it up using a pressure switch off an 87 Chevy halfton truck, which used a little vacuum operated electrical switch and a brake pedal operated switch to control the transmission's electronics.

Thanks in advance.

 

You can actually use a 2000-2002 Fullsize Express Van PCM. They came with the Vortec 305/350 as Factory Equipment and MOST used the 411 PCM. I used the complete harness out of one after I got tired of the "BLACK" boxes limitation. You can use the factory Vans calibration, IF you use the Vans MAF and use LT1 24# injectors.

 

Interesting...

41 PCM+Express Van harness+24# injectors+(why would the MAF change be needed?)on a TPI+Vortec distributor=SEFI TPI?

I was thinking of just using a L31 long block with a TPI intake setup & the 411.

 

The late model MAFs work off of FREQUENCY, not the old ANALOG 0-5 volt signal of the old TPI style MAFs. The reason to use the VAN MAF is that it is right for the calibration withing the PCM. GM has produced DOZENS of DIFFERENT MAFs over the past 10 years that all look very similar, but the calibrations are VERY different.

The reason for the 24# injectors, is that the Vortec engines have injectors that are equivalent to 24# @ 60 PSI (19.5# @ 43.5 PSI, but run at about 60-62 psi)

 

You can't use a 700R4 trans with the LS1 ecm unless you purchase an aftermarket lock up kit. Or you could run non-lockup but that would not be a good idea. Running unlocked all the time creates a bit of heat in the fluid. poor translife too.

 

I was running mine off of the LS1 ECM. Just told the computer it was still attached to a 4L60E and disabled the error code check bits on the errors that came up. The 4L60E still uses a lockup solenoid. You need a 140,000 pulse per mile truck reluctor ring and VSS though.

 

Any info on this lock-up kit?

It's sounding like the easiest way to do this, is to pull an Express Van engine, 411 ECM, harness, swap on a SPDC TPI base, then use your TPI runners, and you've got a SEFI TPI.

 

The 1986 or 1987 truck used a 700R4, with no computer control at all. There was a vacuum operated electrical switch that turned lockup on when the truck is in 4th gear, and I'm pretty sure it only locked in 4th gear. I suppose if the trans was set up to allow lockup in 3rd gear, all it would require is to see the signal from the vacuum switch to lock it in 3rd. A brake switch was used to disable it. Vacuum was taken off the manifold (ported), so when the throttle plate was opened it would see the vacuum signal drop and release the lockup. Very simple operation, and would not require the reluctor ring or VSS signal to operate. Unless I wind up needing that other stuff, I'd likely run with the vacuum operated lockup, which worked great.

On the aftermarket lockup kits, Summit Racing offers several.

I looked at that Vortec TPI base, and it does look like that would be a cheaper way to go than trying to get a new set of heads, but I've not decided yet. Still playing with the idea of aluminum heads and more compression.

Sounds like I'm getting my list of parts together here then. Thanks for the info folks!

Edited to reflect ported vacuum. Been years since I've messed with one, thanks for the correction.

 

Does this mean, there is a factory non-ECM option to use, on a TPI L31?

 

Yes it does, except the lockup works different than explained.

My 1983 G20 Van had this setup, I even have the Vacuum switch and internal transmission pressure switches and wiring harness somewhere. The TCC locked in 2nd, 3rd, and 4th gears with sufficient vacuum. The switch on the van allowed lockup over 6 in/hg of vacuum and released at about 4 in/hg. The vacuum source was from PORTED vacuum, VERY important. Otherwise on MANIFOLD vacuum the TCC will stay locked as you are decelerating, even down to LOW LOW speeds. With PORTED Vacuum, when you let off the gas, the vacuum switch opens and unlocks the TCC.

 

stealing this bit. i know its an old thread. but im planning on going the way of the 411 pcm. i have a 400 sbc and a tpi like intake. and have a 411 pcm and harness from a 2002 2500 chevy van. i want to just drop this thing on the engine and run. will it work fine like that? i have the 4x piece from behind the balancer and a 4l60e ready for install. i have the maf and all the sensors from the van and a bunch from a tpi system. from what i have read its just drop on and go baby go. if i am wrong please inform me thanks.

 

Just wanted to correct this. 1987 was ECM controlled.

 

I have been thinking lately about the PCM Swap as well. I have a 68 Chevy truck I am dropping a 383 Vortec in. I have a painless harness, TPI set up. Does any one have the pin outs available to go from the original 92 TPI Computer to the 411 computer?

 

You don't Repin. You have to either buy a swap harness or make one yourself. I reworked a 2001 express harness and while I was there grabbed all of the electronics associated. Great swap. My experience so far is improved start up and better mpg. Tuning would probably net more power tho. Tax season awaits!

 

Hi everyone, does anyone have a wiring schematic and pinout for a 2002 camaro with 411 pcm. I'm in the process of retrofiting a tpi engine to distributorless ignition and sfi.
I have all the necessary hard and software just need to make a harness.
Thanks

 

digging up an old thread, but a goodie..

 

What this swap needs is detailed, clear cut documentation. There are plenty of long detailed threads, but they go in so many different directions, they're just about useless. It'd be nice to see what, why, how, and results, without all the crap in the middle. Useful threads cover why someone would want to do a modification, how it's done, and how it works in the end.

 

bringing her back to the top...

 

Does anyone know of a harness that could be re-pinned like the Van or Express mentioned above that could be mounted inside the car Right dash area?

 

I just finished the swap. You can mount the 0411 in the same location as stock, just a matter of getting the length for every connector right. The express van harness is quite long,

 

Sweet!
So what exact years and models of express vans do i want to grab?

 

I would say grab the harness and ecm from an 02 Express van 3500 as it's the last year and the latest version. I would grab all the sensors off the 02 as well. If you can't find the sensors off an 02 you can grab them off any vortec 350 Tahoe Yukon etc. Just make sure the Iat and the Maf sensors are separate and not in one piece.

 

Is the express van a MAF system?
I'm planning on running a 0411 PCM as a Speed Density system.

 

In that case you can just grab the iat. The 0411 can do both. I'm running a SD tune so no maf but I might put it back when I get my tune straight. But really no need for it if your strictly doing SD tune.

 

So I'm looking for a L31 engine?

 

Yup.

 

Ok, Thanks!
Pick-ur-part just got one in yesterday, so I'll go Sunday.
Does the harness need to be repinned to run the 0411?
Where are you at in LA?
I'm in the SFV

 

The harness had a bunch of pins/wires that I was not going to use. All the 4l60e pins, egr pins, ac/smog pins, rear o2 pins, fuel level/ tank pressure pins and a bunch of misc pins I can't remember off the top of my head. The harness is really thick with a LOT of wires and it is wrapped really good from the factory so in order to clean it up you will have to cut the harness open, remove all the tape, remove all the pins, label all the wires, and repin them again. At least that's how I did it. At first I tried to remove just the wires/pins that I was not going to need but it's pretty impossible without tearing down the whole harness. Also I almost forgot, you will have to solder in injector connectors for whatever type of injectors you will be running. In the end I was left with a nice skinny stand alone harness. I'm going to order a nice loom/sleeve to cover it and make it look nice, might go with red but maybe black. I'm in the downtown/usc area. That's cool man, I visit the yard in Sun Valley from time to time. Check out my youtube page, I made a small video talking about the 0411 and a few asking for help on some issues I was having but I straightened everything out and It's running great now.. First time making a video like this so I forgot to mention a bunch of things haha. Will make a more detailed video soon as well as a nice cold start video.

 

 

it's been a year, hows it been running?
did you dyno tune it?
do you have a 'vortec' block, or earlier block? just curious what you did for the crank sensor

 

https://youtube.com/shorts/xVdWCWpHVEY?feature=share

I have a Vortec block. I used the same crank sensor tahoes use for 96 to 02. No dyno tune yet. I'm too cheap to pay somebody to tune it. But I have been tuning it with a wide band. Just finished the 24x Coil on plug swap and let me tell you, spark control with coils makes everything run so much smoother all across the rpms.
The coils can advance timing in a way a distributor never could. They can spark any cylinder without having to wait for the rotor to come back around like a regular distributor. Those milliseconds make all the difference at idle and pretty much everywhere. My 350 runs amazing now and gets scary after 3500 rpms. My Wot is spot on at 12.5 afr.. The ramjet Intake pulls nice but I kinda miss the bottom end torque I use to have with the carb intake. I have a nice slp runner tpi Intake I want to convert to if I can get my hands on a edelbrock vortec lower tpi manifold. I think it would be bad *** with the coil swap and run like a monster. No need to make your own harness. You can find a good harness on ebay for around 100 bucks brand new. I ended up having to rewire my harness just like an ls engine as my grounds were not correct. But yeah man it's running great thanks for asking bro. Let me know what you need help with I'll be glad to share some info.

 

This is what I will be using -
https://www.eficonnection.com/home/c...ne/efi-24x-sbc

There are also a number of Mfg's that make a "Distributor's/Plug" (Which you will only need something to drive the oil pump) that provide both Cam & Crank signals.

 

thanks i have a non vortec, 383 but its extrernal balance, so there are no "thin" balancers to be able to use the efi connection 'vortec' parts.,
i was hoping someone had a 24x ring to add to the crank like an Ls or possibly pulley/damper but i see nothing on the net.

Im hoping there is a thin ex balance damnper somewhere i just haven't seen yet that i can use.

thanks for the reply