Have a FIRST TPI manifold that has a throttle body bolt pattern of 94.2mm wide by 70mm high. Looking to replace the adapted TPI DBC TB due to ecu in/out puts and native cruise control. Is the LS2 the best bet ? Standalone so I'm sure that any oem TB that is close can work....

LS DBW TB

 

I'm currently building an OBD2/0411 platform on a stock tpi setup. The LT1 throttle body bolts right up but has the later model tps/iac. I'm also utilizing the same cruise servo you have in the top right of the photo to maintain cruise. Are you just looking for additional functionality? Or to keep cruise control?

 

Next year looking at a Haltech Nexus LS ecu with 4L60E controller, looking at minimizing in/outputs (IAC). I'm heading to a X24 system as well. Have all the 0411 stuff in a box but rethinking that route vs Terminator and the Rebel. I also have the LT1 TB, I think cruise just takes a VSS signal and is pretty much stand alone. Still undecided on alot of things including tearing into the 2001 truck harness.....the two tuners I have talked to- just plain like the aftermarket ecu's- actually not the ecu's so much as the tuning software.

 

brand new LS standalone harnesses are like $300.
There is no need to waste time with an old
truck' harness and all the time it takes to mess with them.

I went through what you are going through now, and I'll tell ya, Just pull that engine and put in an LS and be happier in every single way. I went the 383, then 0411, and then first tpi, and then this and then that and hit it with a wiffle ball bat. In the end LS engine will make you wish you did it first.

 

As dumb as it may sound, nostalgia is my justification for sticking with the tpi. I'm a gm tech, so I'm intimately familiar with the way their early OBD2 operates, so I'm looking for the best of both worlds. I'm not worried for speed or high performance. Just something fun to drive that when I pop the hood reminds me of working on my 87 in high school.

 

Which TB you end up with depends heavily on your controller

An OEM controller will be very picky about OS file, TB, Pedal and TAC all matching with little flexibility

Aftermarket doesn't seem to care. I have experience with holley and swapping pedal pins seems to be as deep as it goes

EFIConnection makes DBW TPI/LT1 TBs too
https://www.eficonnection.com/home/c...ronic-throttle

 

This is in a 4x4 truck- so a little bit more complicated and expensive than a 2wd. A friend have a yard full of 5.3's I've asked him to keep an eye out for a nice 6.2 out of a caddy or somehting..... But there is a limit to the project, this 385 is a pretty good foundation with afr vortec heads fully rollarized, in my opinion the 'LS' 24X engine management with cnp goes a long way in itself.

 

xxx

 

Ya- the pocket book DOES have a limit, don't feel I need or can justify that expense. It's looking more and more aftermarket ecu- $500 here and there quickly narrows the price gap and I have had some experiance in having an ecu with no local support.

 

I have a 1996 4L60E, I've been told the trans harness and electrics need to be changed out for the 0411- theres another $200.

 

That's incorrect

Once PWM TCC was introduced in 1995, the electronics inside a 4L60E didn't change until 07/08ish when the ISS and range switches moved internal
Early 93-94 non-PWM trans can be used, but the tune needs a tweak
Late style 4L60Es are not compatible with 0411's

 

That is another answer I got too and am running with it, this core has PWM which I am not interested in utilizing. This is one of the last one piece cased trans that should be a direct replacement for the 700R. and bolts neatly to the transfer case. The concern was both the Holley and Haltech are billed as LS ecu's with the assumed LS driveline, the lack if ISS shouldn't be an issue- they seem to be more flexible that I thought.

 

Any tuner with sense tunes out the PWM function

The 94-95 non to PWM split is simply an identifier

Holley terminator kits with trans control assume you're using an early style trans (electronics). For the late models with ISS and internal range switch, you have to order another trans harness

 

1995 is a standalone year for the 4L60E. It does not interchange with 93-94 or 96+.

 

I run an 87mm Hitachi ETB0024 with the 2000-2002 TAC module and a P59 on my 24x 383 in my Express van. The only DTC is P0103 because I am currently tuning the VE table.

 

Hitachi is $190 at RA.......I don't think there is much difference for me going 90mm, I've been seeing a bit about TB porting- anything there? You running a maf?

 

I run a 4" MAF housing with a LS7 MAF. The 87mm will easily support ~600 hp.

 

What intake are you using? Why the P59 ?​​​​​​​ Just looked in my parts box.......

 

Indmar MCX marine. I was previously running on an 0411 and wanted the newer PCM with coding for running flex fuel. The P59 is just an improved, better all around, faster operating 0411. That P59 should have analog inputs for AC and could run an IAC on a DBC. I had several of them with that service number out of ~2003 Tahoes.

I also run the 2005 P59 2618 OS. That comes down to my own factory tune file repository. I have factory files to run 3x, 4x, 24x engines both DBC and DBW, any transmission, any system segment, etc. I have multiple open source definition files for the P59 as well to edit it in TunerProRT. The open source is far more defined than HPTuners or EFILive. The P59 in my 97 even controls the 253 amp AD244 alternator and factory alternator warning light on my dash cluster. It controls the cooling fans via temp and ac pressure as well. The P59 controlled the Trailblazer EV fan clutch I ran prior too. With the EV clutch and P59 I was able to fully adjust the mechanical cooling fans operation via engine/transmission temperature and ac pressure. It has a WOT mode for the fan clutch too that enables the fan to mostly freewheel at WOT until an "overheat" value is reached at which point it will stiffen up the clutch for added cooling. In all honesty I am probably removing the E-Fans and going back to the Duramax fan blade/EV clutch, it just cools far better.

 

When I bought my Indmar setup it came with the TPI style lid. I picked up the later LS 4 bolt 90 lid for it. I do not see that intake fitting under a thirdgen hood though. It takes almost all the room in my non body lifted Express van engine bay height wise.

 

Edit..double post.

 

The marine end of things has some nice interesting intakes that I wish Holley or Eddy would have picked up and offered it to the guys on terra firma. That looks like a nice mid range intake and something if I would have known about would have installed LS intake on a gen1. From other posts I think you tow/haul quiet a load. Another interesting intake- price is $$

https://www.google.com/imgres?q=Indm...GOkQM3oECCQQAA

 

That is the Ilmor intake. Difficult to work with because it lacks a traditional coolant outlet to allow for a thermostat housing. The ports are also much smaller than the Indmar which exactly matches my heads that Lloyd Elliot ported to the dimensions of a GM FastBurn intake gasket.

I do a fair amount of towing and hauling. The Indmar manifold makes great low-midrange torque with the 219/219 @ 0.050 on a 112 LSA cam I have in the high compression 383. It makes over 400 ft/lbs at 1,500 rpm and 450 ft/lbs by 2,000 rpm and over 500 ft/lbs @ 3,500 rpm.

I have discovered the 6.0L GMT800 truck my P59 tune is based off had factory traction control and in my setup without a BCM and traction control off switch there is not a way to disable it. If I spin the tires it cuts power immediately. I think the P59 PCM is getting ABS wheel speed data from the stock 1997 ABS unit via the Serial connection that was factory wired to the OE Black Box PCM thus it just added traction control from the swap. I actually do not mind it because I drive a lot on gravel and dirt roads going out to our lakehouse and it is easy to overpower traction on those roads.

The only thing I have not been able to get functioning yet is the DBW cruise control. Despite having all the necessary inputs (including the resistance of the brake lights on the TAC module brake light switch input) the PCM refuses to disable the cruise control lockout function. I may temporarily install an 0411 PCM just to see if the combination of the older TAC module and newer P59 PCM are inhibiting it for some reason.