That's assuming you have access to every single parameter you need as well, which I can tell you, commercial software doesn't have. Add into this you would have to completely design all of your transient fueling from nothing since DI engines don't have pesky things like "wall wetting" to worry about.Ĭan it be done, oh yes, yes it could, but be prepared for about 1 year's worth of calibration to get it to work properly. Additionally, the injector drivers are much higher voltage to run DI, plus they are peak and hold rather than a saturation driver, so you'd have to run some form of conversion box to get them back down to 12v and saturation. So, you'd need to know how to properly set that. See, DI car's are all 100% torque based as opposed to the SS which is mostly airflow, and has some torque logic hidden in the ECM. Could you get an E92 to work with an LS3? Probably, but it would be a huge science project, something that would mean quite literally making a calibration from scratch. The 6L80 is a robust transmission and can handle a ton of Tbss 6L80E Swap Install Another LS3 After that engine was hydrolocked, he shipped the truck to us. Electric Fan Kits, 4l80e swap harnesses, 6l80 -> 4l80e conversion harnesses, Installs 10 Camaro LS3 M6 - TVS PCM 545 cam 696 rwhp 07 Trailblazer SS Jackshaft TVS 2300 PCM 545 cam 648rwhp 06. It has a PCM of NC harness and the TCM was already tuned going by their instructions. Well, I think the bigger issues at hand here have already been listed, but the new TCM will not talk with any of the LS3 compatible controllers. I just bought a 2007 TBSS with a 4L80e swap already done.
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