Remote Tuning an LS3 swapped C5
09-12-2018, 04:14 PM
#41
Instructor
Build a stroked LS1 or 6.0 iron block.... otherwise Knock sensors won't work. Everyone who knows better.... knows this.
The guys with non existent knock sensors...or knock sensors in the wrong location or otherwise in the wrong block/ecm configuration
are wasting time, money, and possibly much more.
Chuck CoW
The guys with non existent knock sensors...or knock sensors in the wrong location or otherwise in the wrong block/ecm configuration
are wasting time, money, and possibly much more.
Chuck CoW
12-26-2018, 08:46 PM
#42
Former Vendor
Member Since: Aug 2011
Location: Tampa Fl
Posts: 1,307
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St. Jude Donor '12
Corvette tuner in Tampa
Swaps are difficult to calibrate properly in real time. Remotely makes it more difficult. I dont do them remotely because they seem to have bugs creep into the tuning process that needs evaluation to determine if its tune related or mechanical issue.
Your tuner will love you if you swap the engine, transmission and computer from the same donor vehicle.
Your tuner will love you if you swap the engine, transmission and computer from the same donor vehicle.
12-28-2018, 03:21 PM
#43
Melting Slicks
Member Since: Nov 1999
Location: MI
Posts: 2,073
Received 556 Likes
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Cruise-In VI Veteran
While trolling the interwebs, I stumbled across the following at https://www.lsenginediy.com/
Knock SensorKnock sensors are used by the PCM to reduce ignition timing if detonation occurs. With varyingfrequencies produced by the engine, the knock sensor vibrates to generate a small voltage thatis interpreted by the PCM as normal (no ignition timing retard necessary) to severe (retardignition timing by predetermined amount).
For best results, the knock sensor(s) should be located where detonation-related frequenciescan be detected. The sensor should be of a design that accurately generates the appropriatevoltages to the PCM when those frequencies occur. With the introduction of aftermarketvalvetrain upgrades, larger-cubic-inch engine builds, and other aftermarket parts that alterengine frequencies, matching a knock sensor, its location, and PCM calibration details can bedifficult.
There are two types of knock sensors used with the LS-series PCMs: resonant and flatresponse. The resonant sensor is a single-wire connection to the PCM and the flat-responsesensor is a two-wire connection to the PCM.
Resonant Knock SensorThe single-wire resonant knock sensor was introduced with early small-block engines. This sensor typically threads into one of the coolant plug holes near the center of the block justabove the oil pan. TPI engines use only one knock sensor and, with the exclusion of theCamaro and Firebird, LT1 engines use two knock sensors.
LS-series engines use a similar knock sensor with a straight M10x1.5 thread. In the LSseries engine, resonant knock sensorsare found under the intake manifold.
Flat-Response Knock SensorThe two-wire, flat-response knock sensor requires either an attaching bolt or stud forattachment to the engine. The flat-response knock sensor was introduced with the 2005 LS2engine and with the 2001 4.3L Vortec engine. With proper calibration changes and a littleengine wiring work, the early LS-series PCM can be configured to use the flat-response knocksensors. It’s a convenience for LS2 engine swaps into LS1 vehicles.
OK>>”With proper calibration changes and a little engine wiring work, the early LS-series PCM can be configured to use the flat-response knock Sensors”.
Has anyone out there who has performed the LS3 Crate Motor Swap using LS2 or LS3 (GEN IV) Knock Sensors got their C5 Based PCM to tune/work with these (GEN IV) Knock Sensors?Goose
Knock SensorKnock sensors are used by the PCM to reduce ignition timing if detonation occurs. With varyingfrequencies produced by the engine, the knock sensor vibrates to generate a small voltage thatis interpreted by the PCM as normal (no ignition timing retard necessary) to severe (retardignition timing by predetermined amount).
For best results, the knock sensor(s) should be located where detonation-related frequenciescan be detected. The sensor should be of a design that accurately generates the appropriatevoltages to the PCM when those frequencies occur. With the introduction of aftermarketvalvetrain upgrades, larger-cubic-inch engine builds, and other aftermarket parts that alterengine frequencies, matching a knock sensor, its location, and PCM calibration details can bedifficult.
There are two types of knock sensors used with the LS-series PCMs: resonant and flatresponse. The resonant sensor is a single-wire connection to the PCM and the flat-responsesensor is a two-wire connection to the PCM.
Resonant Knock SensorThe single-wire resonant knock sensor was introduced with early small-block engines. This sensor typically threads into one of the coolant plug holes near the center of the block justabove the oil pan. TPI engines use only one knock sensor and, with the exclusion of theCamaro and Firebird, LT1 engines use two knock sensors.
LS-series engines use a similar knock sensor with a straight M10x1.5 thread. In the LSseries engine, resonant knock sensorsare found under the intake manifold.
Flat-Response Knock SensorThe two-wire, flat-response knock sensor requires either an attaching bolt or stud forattachment to the engine. The flat-response knock sensor was introduced with the 2005 LS2engine and with the 2001 4.3L Vortec engine. With proper calibration changes and a littleengine wiring work, the early LS-series PCM can be configured to use the flat-response knocksensors. It’s a convenience for LS2 engine swaps into LS1 vehicles.
OK>>”With proper calibration changes and a little engine wiring work, the early LS-series PCM can be configured to use the flat-response knock Sensors”.
Has anyone out there who has performed the LS3 Crate Motor Swap using LS2 or LS3 (GEN IV) Knock Sensors got their C5 Based PCM to tune/work with these (GEN IV) Knock Sensors?Goose
01-24-2019, 01:42 PM
#44
Racer
While trolling the interwebs, I stumbled across the following at https://www.lsenginediy.com/
Knock SensorKnock sensors are used by the PCM to reduce ignition timing if detonation occurs. With varyingfrequencies produced by the engine, the knock sensor vibrates to generate a small voltage thatis interpreted by the PCM as normal (no ignition timing retard necessary) to severe (retardignition timing by predetermined amount).
For best results, the knock sensor(s) should be located where detonation-related frequenciescan be detected. The sensor should be of a design that accurately generates the appropriatevoltages to the PCM when those frequencies occur. With the introduction of aftermarketvalvetrain upgrades, larger-cubic-inch engine builds, and other aftermarket parts that alterengine frequencies, matching a knock sensor, its location, and PCM calibration details can bedifficult.
There are two types of knock sensors used with the LS-series PCMs: resonant and flatresponse. The resonant sensor is a single-wire connection to the PCM and the flat-responsesensor is a two-wire connection to the PCM.
Resonant Knock SensorThe single-wire resonant knock sensor was introduced with early small-block engines. This sensor typically threads into one of the coolant plug holes near the center of the block justabove the oil pan. TPI engines use only one knock sensor and, with the exclusion of theCamaro and Firebird, LT1 engines use two knock sensors.
LS-series engines use a similar knock sensor with a straight M10x1.5 thread. In the LSseries engine, resonant knock sensorsare found under the intake manifold.
Flat-Response Knock SensorThe two-wire, flat-response knock sensor requires either an attaching bolt or stud forattachment to the engine. The flat-response knock sensor was introduced with the 2005 LS2engine and with the 2001 4.3L Vortec engine. With proper calibration changes and a littleengine wiring work, the early LS-series PCM can be configured to use the flat-response knocksensors. It’s a convenience for LS2 engine swaps into LS1 vehicles.
OK>>”With proper calibration changes and a little engine wiring work, the early LS-series PCM can be configured to use the flat-response knock Sensors”.
Has anyone out there who has performed the LS3 Crate Motor Swap using LS2 or LS3 (GEN IV) Knock Sensors got their C5 Based PCM to tune/work with these (GEN IV) Knock Sensors?Goose
Knock SensorKnock sensors are used by the PCM to reduce ignition timing if detonation occurs. With varyingfrequencies produced by the engine, the knock sensor vibrates to generate a small voltage thatis interpreted by the PCM as normal (no ignition timing retard necessary) to severe (retardignition timing by predetermined amount).
For best results, the knock sensor(s) should be located where detonation-related frequenciescan be detected. The sensor should be of a design that accurately generates the appropriatevoltages to the PCM when those frequencies occur. With the introduction of aftermarketvalvetrain upgrades, larger-cubic-inch engine builds, and other aftermarket parts that alterengine frequencies, matching a knock sensor, its location, and PCM calibration details can bedifficult.
There are two types of knock sensors used with the LS-series PCMs: resonant and flatresponse. The resonant sensor is a single-wire connection to the PCM and the flat-responsesensor is a two-wire connection to the PCM.
Resonant Knock SensorThe single-wire resonant knock sensor was introduced with early small-block engines. This sensor typically threads into one of the coolant plug holes near the center of the block justabove the oil pan. TPI engines use only one knock sensor and, with the exclusion of theCamaro and Firebird, LT1 engines use two knock sensors.
LS-series engines use a similar knock sensor with a straight M10x1.5 thread. In the LSseries engine, resonant knock sensorsare found under the intake manifold.
Flat-Response Knock SensorThe two-wire, flat-response knock sensor requires either an attaching bolt or stud forattachment to the engine. The flat-response knock sensor was introduced with the 2005 LS2engine and with the 2001 4.3L Vortec engine. With proper calibration changes and a littleengine wiring work, the early LS-series PCM can be configured to use the flat-response knocksensors. It’s a convenience for LS2 engine swaps into LS1 vehicles.
OK>>”With proper calibration changes and a little engine wiring work, the early LS-series PCM can be configured to use the flat-response knock Sensors”.
Has anyone out there who has performed the LS3 Crate Motor Swap using LS2 or LS3 (GEN IV) Knock Sensors got their C5 Based PCM to tune/work with these (GEN IV) Knock Sensors?Goose
Just finished an LS3 swap into my C5, was wanting to use the LS3 knock sensors but didn't know how to make the 2 wire setup work with my ECM. So I'm running the single wire ones currently.
02-18-2020, 10:48 AM
#47
Racer
I've been running an LS3 in my C5 for about a year now.
I ended up just putting the factory, LS1, single wire sensors into the side of the LS3 block.
There are a couple of unused, threaded bosses on each side of the block that you can use.
Then just extend the factory harness to reach them.
They seem to be working perfectly. We listened for knock with headphones, and the knock sensors seem to pick it up just a fraction of a second before we could hear it in the headphone setup.
Obviously your mileage may vary, but I haven't had any issues.
2001 ECM for reference.
I ended up just putting the factory, LS1, single wire sensors into the side of the LS3 block.
There are a couple of unused, threaded bosses on each side of the block that you can use.
Then just extend the factory harness to reach them.
They seem to be working perfectly. We listened for knock with headphones, and the knock sensors seem to pick it up just a fraction of a second before we could hear it in the headphone setup.
Obviously your mileage may vary, but I haven't had any issues.
2001 ECM for reference.
Last edited by sydneyACE; 02-21-2020 at 10:33 AM.
02-21-2020, 01:44 AM
#48
email tuning is getting more and more popular so I'm sure theres lots more these days, but here are a few that I have used that have been doing it for a while:
https://www.tunedbynishan.com/support.html
https://www.guerragroup.com/efi-tuning
https://www.tunedbynishan.com/support.html
https://www.guerragroup.com/efi-tuning
I've been running an LS3 in my C5 for about a year now.
I ended up just putting the factory, LS1, single wire sensors into the side of the LS3 block.
There are a couple of unused, threaded bosses on each side of the block that you can use.
Then just extend the factory harness to reach them.
They seem to be working perfectly. We listened for knock with headphones, and the knock sensors seem to pick it up just a fraction of a second before we could hear it in the headphone setup.
Obviously your mileage may vary, but I haven't had any issues.
2001 EMC for reference.
I ended up just putting the factory, LS1, single wire sensors into the side of the LS3 block.
There are a couple of unused, threaded bosses on each side of the block that you can use.
Then just extend the factory harness to reach them.
They seem to be working perfectly. We listened for knock with headphones, and the knock sensors seem to pick it up just a fraction of a second before we could hear it in the headphone setup.
Obviously your mileage may vary, but I haven't had any issues.
2001 EMC for reference.
