So, long story short I'm not running an F-Body but many online have said this forum might be my best bet at getting my question answered. I just completed a 305 to 350 swap on my 1993 K1500. In doing so, I found a lot of information on this site that pointed me in the right direction of doing so. I swapped out injectors and knock sensor and was under the impression that I would also have to replace the esc. Additionally, I procured a used ecm for a 350 with 4l60e as I was swapping from the 305 with 4l60e. I was able to buy an esc for a 1993 k1500 with 350. Once I made the swap, I realized that my 305 did not have an external esc and that it was apparently controlled by the ECM. I have been chasing a random misfire which brings me to my question; Is there a place to determine what ecm's had esc built into them and which ones do not? My 305 was running a 16168625 BDJY and I have swapped to a 16168625 BDFK. Since I was able to buy an external esc for that year model, it leads me to believe that there may have been some 1993 k1500's that had an external esc and that this may be my problem. Any insight would be helpful.

I was told by someone on another forum that they had to wire in an external esc to rectify a similar issue that I am chasing. At this point, I have all new plugs, wires, knock sensor, temp sensors, coil, distributor, cap, rotor, et al but yet am still finding a random misfire. I even pulled the intake manifold off and replaced the gasket (which was fine) looking for a possible vacuum leak. I also bought a new egr valve hoping that might be the problem. Yet, my random misfire persists. I am hoping that someone can at least give me some peace of mind one way or another so that I can sort out where my problem is coming from. I can see the misfire with the timing light when I set the timing and I can feel the common 4l60e shudder in overdrive.

 

See the picture in this link:

https://www.thirdgen.org/forums/dfi-...om-calpak.html

The white board on the MEMCAL is the ESC filter. The '8625 is a PCM as it also runs the transmission. Many trucks that had a stick shift used the older style ECM. Those ran with an external knock filter.

RBob.

 

Thanks. That clears up the external ESC filter issue. I am running an automatic and both of the ECMs I have came from automatics so I don't think spark control is my issue. I ultimately have used Tuner Pro RT to do some data logging to try and figure my issue out but with very little knowledge of data logging, I am having trouble determining what may be my actual issue. Is there anyone who may tell me what "Current Torque Signal Pressure" is in Tuner Pro RT, where it is pulling from, and what I should expect to see there? The reason I ask is that I have read someone reference it in another forum post and was told it should be significantly higher than what I am seeing. I am seeing mine never increase above 30-40 PSI and saw it drop to 0 PSI when it shifted into overdrive which is where I am feeling the shudder. Any insight may actually point me towards fixing my problem. Thanks in advance to all.