I just swapped out my LS1 intake for an LS6, I also changed the throttle body to a Bauer ported unit. In addition I installed stock 98, 28.8lb injectors. This is all on a 99 MN-6 car. The car ran fine before, but now that I have installed these parts I get about 2 blocks and it goes into reduced power mode. What's up? The two codes it throws are 10-PCM P1514H and 28_TCS C1278H. When I reset the codes these same codes come back. Do I need to disconnect my battery for a length of time for the PCM to clear and relearn the new equipment. This just seems awfully strange since I didn't have these problems before.

Any help or suggestions would be greatly appreciated.

 

Reduced power mode is almost always caused by a drive by wire issue.I suggest that you reinstall your old throttle body and recheck Disegard the TCS 1278 code.It simply means that the traction control is disabled due to the PCM 1514 code

 

Now I'm getting a U1016H Loss of Communications with PCM

What gives?

 

I had a friend how installed a BBK tb on his coupe and it ran like crap. It threw some codes but I don’t remember which ones. He reinstalled the stock tb and reset the codes and it worked fine. Hope you get it fixed.

 

There were issues on some C5's where there were some cut/chaffed wires that cause this issue! Here is where you need to check. Look on the drivers side of the engine. There will be a fuel rail brace at the back of the fuel rail. There is a wiring harness that wraps around that brace. The brace is sharp and has been known to cut through those wires.

Give that a try and let me know what you find. This has already helped a number of forum members!

Other than that, I recommend replacing the bolt on stuff one item at a time until you isolate the problem.

Please keep us informed with your progress or lack of progress!

Bill Curlee

 

I swapped out the Bauer TB with the stock one and so far so good. I only went about 1/2 mile but it was still farther than before. I think I need to redo the idle learn procedure since the idle keeps dropping way down to below 500 when I slow down. I'm going to go give this a try and see what happens. Looks like I'll have to wait for the morning since it's getting a little late here.

 

The Throttle Body seems to have been the problem. I put the stock one back on and no more codes. I wonder if LS1 edit would cure the Throttle body problem on hte Bauer?

 

P1514 is TAC module airflow. Basically, the PCM is seeing more airflow then it expects for that throttle angle and it sets the code. LS1 Edit or HP Tuner will correct this. You just need to increase your TAC module airflow values. I'm surprised that it set it on this setup though.

The U1016 code is normal after a battery disconnect.

Jersey

 

Who sells HP Tuner? What's a good price for it, and is it better than LS1 Edit?

 

www.hptuners.com

 

There are a couple of other things that can cause the P1514 code. Later TB's have a different Voltage setting and can cause it, or the TPS is bad. I'll bet it's a late model TB. As has been suggested, you can use the TB and change the settings in the 1514 table.

 

The Bauer TB in question here came off of my 1999 C5 Coupe. I never had a problem and never had to program for the Bauer TB.

DTC P1514 TAC System MAF Performance
Circuit Description
The PCM uses the TP, the Baro, the IAT and the engine RPM in order to calculate and expected MASS Airflow rate. The PCM compares this value to the MASS Airflow value and the speed density calculation in order to verify the proper throttle operation

Conditions for Setting the DTC
-The PCM detest that the difference between the actual airflow (MAF) and the Speed Density calculated airflow is greater than expected.
-All of the above conditions met for less than 1 second.


What scantool do you have access to? (Autotap, EFILive Scantool, etc.) You will want to pull the freeze frame data for this error. You will also want to log the TPS voltage, RPM , MAF airflow, etc. And compare to your stock TPS files. Visually check the TPS sensor first on the TB. Maybe somehow during packing, unpacking or installation there was pressure put on the sensor and it is loose,mis-aligned, etc now. A TPS mis-aligned sets this DTC also.

You'll also want to use the proper 98 injector tables from the donar car and if the injector offset tables are different, copy those also.

Which reminds me, are you running a stock MAF?

 

Forgive me if someone else has mentioned this, as I just read a few posts after your initial....The stock injectors ar 26.??? not the 28# units you isntalled... I just installed the same setup on m y 99 c5 4 weeks ago along with a shaner ported unit and had ZERO issues... I'd ask about those injectors, because my dyno tuner recommended against installing them until I do my new heads/cam motor swap...

Also, My Shaner TB didn't come with a TPS, so I used the one off my existing TB... So you might want to swap that out first... get a Security Torx bit #25 (Might be called tamper proof as well... Got a complete set at Sears for $20!) to swap it out.

Mike

 

I had this exact problem 3 weeks ago after swapping out a set of heads and getting my TB ported by Bauer. P1514 and C1278. It did this 4 times before it cleared it's self up. It did it at start up once, then during normal driving, and on a few WOT runs. I am hoping this it does not reoccur.

 

No P101 or P106 ? - I assume MAF and MAP are working.

Same year TB as car so no issue? - gojo knows far more, than 99.99% of us, in regards to the C5 TB.

P1514 table in the PCM is the max airflow delta/difference at various RPM vs TPS% ( mg/cyl in Edit, g/cyl in HP Tuners).
If your car exceeds the P1514 value by more than 0.15 g/cyl, for a given time period, then the P1514 will usually set.

Compare the 1999 C5/M6 P1514 table ( for an LS1 intake) to the 2001 Z06 P1514 (LS6 Intake) and there are 0-10% increased values over the 1999 table. Of course, the 2001 Z06 engine flows higher due to more than just the intake

I think I'd try rescaling the P1514 table by a percent ( 25%?) to allow for more airflow.

FWIW - My 1514 table is rescaled by 200%. See sig. for some of my mods.

 

I put the 26's back in until I get the cam and headers done. The 28's, worked fine with the stock TB but it just ran a little rich This TB ran just fine in H82BFST 99 coupe. There should be no reason for this problem and yet there it is.

Unfortunately I do not have the equipment that is apparently needed for some of the suggestions by other forum members. Such as changing tables and whatnot. If this is the only solution then I'm just going to have to be out of luck on this one.

 

That is my exact fear. I have a 50 mile commute each way and I can not afford for this to happen on a regular basis. The reliability of my car is of the utmost importance. I couldn't even get out of my subdivision with the Bauer, so my confidence in it is a little shaken to say the least.

 

Find someone with HP Tuners for a 99 Vette - they can flash your PCM with a new P1545 Table.

 

It seems to be working now. I swapped out both end pieces from my stock unit to the Bauer, I drove about 5 miles without any problems. I'm going to take it for a longer drive to see if it's still okay. BTW the Security Torx bit on the one's I had were a #20. Other than it idling about 50 rpm higher 800 as opposed to 750, it seems to be driving fine with improved throttle response.