Modern Camaro Forums banner

21 - 40 of 50 Posts

·
Registered
Joined
·
64 Posts
Discussion Starter #21 (Edited)
Thanks for chiming in S. Bretz. I do not know anything about CAN and the hi/lo speed lines. This is my concern as well. I have most everything else worked out except this detail. SC2150 has been a huge help in getting to the final stages. I did not discuss this particular issue with him but I need help in this area from him or anyone who has expertise in this area of computer control. If you could check into this further and post a reply, I would really appreciate it. This is an exciting project that will be very beneficial to many LLT owners and there are a bunch out there. I am ready to go, once these potential computer issues are known to be resolved. I have a new 2014 LFX engine and transmission in my shop waiting for confirmation. Thanks to anyone who can answer this question. Attached are pictures of my 2010 LLT Limited Edition Twin Turbo.
 

Attachments

·
Registered
Joined
·
15 Posts
I have a 2008 CTS I have been thinking of the LFX and a turbo set up, also thought of just the LFX heads onto the LLT block.... Look forward to see where this thread goes
 

·
Registered
Joined
·
775 Posts
Hey Sal,

Looks like were on the final stages and have it pretty much figured out. Monty is starting the swap any day now (he is so detailed in all he does as his build pictures show he want's every single connection and nut/bolt verified before).

Stay tuned! Good things coming!!!
 

·
Registered
Joined
·
64 Posts
Discussion Starter #25 (Edited)
Here is where we are at this point in the project. Wiring identification and functions from LFX engine to LLT body has convinced us that this has a very strong chance of working. So much so, that we are moving forward with the new 2014 engine prep work. Lots to do because this is a twin turbo LLT and we want to minimize transplant time due to this car being my daily driver.

The idea here, is to do as much prep work on the engine stand and at some point early in the new year, we will simply have to dive in and do the engine/transmission transplant. These are uncharted waters, for sure, and don't think it has ever been done, so it should be very interesting. To be honest, the one and possibly only potential issue here is that the CAN BUSS communication issues between the LFX engine to the body could create issues but we are retaining all LLT body control modules in order to not upset any downstream functions.

Engine prep is slow going due to the many details and additions that must be done so that previous LLT modifications and additions will marry to the LFX engine. This project demands no detail to be overlooked and double and triple checks be completed so we aren't chasing down elementary problems that would have nothing to do with the actual engine conversion. This is the latest update.

Notes: Notice in (1) picture of the drivers side, below the valve cover, I have removed the factory oil filter and it's massive casting and replaced it with a custom machined billet remote oil filter plate using a larger remote spin on oil filter mounted on chassis. Also note on the passenger lower side that I have added a billet fuel filter that is a must have, as far as I am concerned. Billet vacuum/boost ports manifold, fuel distribution manifold, etc.
 

Attachments

·
Registered
Joined
·
64 Posts
Discussion Starter #26 (Edited)
Elite catch can

As I am slowly working on the LFX engine, I am also installing the Elite Catch Cans on the LLT vehicle. I have always had the RX earlier version and have had great success with them. Catches so much oil that it makes me shake my head that all of it would go into the intake and coke up the valves. Very disgusting. In preparation for the new LFX engine, I have stepped up to the Elite Catch Cans for my project. I have had experience with a number of top cans but in looking at the design differences in them, it is my opinion that the Elite offers me the best protection. Yes, there are a very few others that do a great job, very few but in evaluating the design and research that went into this unit, I feel it to be among the best or even "the best" unit on the market. Opinions differ and I respect that but for me this was my choice. Due to the very high investment in my Camaro and the forthcoming LFX engine conversion, I am using (2) Elite catch cans, in series. Though not necessary, the ongoing oil ingesting problems with DI engines have convinced me to go overboard in this area. We will see if the second can catches anything. If nothing else, I will have peace of mind. I have found an interesting place to mount these monsters, although a bit of effort. I wanted them in a cooler place than the engine compartment in order to take advantage of any better oil condensation due to temperature differential.

I moved the horns from their present location and am mounting the Elite Catch Cans in those areas, under the headlights, just in back of the front fascia support beam. I will have pictures soon and will post.
 

·
Registered
Joined
·
64 Posts
Discussion Starter #28
Update! FINALLY, I am at the point of engine completion and ready for the first initial test. Tracy has agreed that before going to all of the effort of installing the engine/transmission assembly in the vehicle and finding our that problem/problems exist, it would be wise to pull the new LFX engine along side the car, unplug the LLT computer and the (2) body plugs that connect the LLT engine to the body harnesses and body control modules, match the VIN numbers to the LFX computer, then load the stock GM programs for the LFX engine and transmission from the ODB2 port in the car. Then, we can note can buss communications and body control modules compatibility. This should give us a very clear indication if we have a potential winner or not.

Being this vehicle is my daily driver, I can't afford to have the car down for extended periods, so we have decided to perform this very important, interim step. One of the LFX engine harnesses had to be extended 10" in order to do this but it was only 18 wires and only took several hours. The other engine wiring harness was long enough, as is. GM doesn't give you any excess wiring, so this was necessary. That operation is completed and my GM programmer is scheduled to come to my shop next week to program the LFX computer and transmission module with a stock 2014 program. Today, I even decided to make a temporary fuel line extension so I can hook the fuel system to the LFX engine at the same time we do programming. Of course we can't start the engine at this point. This is as far as we can go on this critical test with the engine sitting beside the car but should reveal a significant amount of information and data.

If, and that's a big if, all goes well on this test, we will fabricate the new exhaust and schedule an install into the vehicle and see what happens. Vince at Trifecta has also been helping out with the can buss compatibility and electrical & component modifications to the LFX engine, so if and when it comes time to bring him in for programming, he can give me one of his superior tunes. Stay tuned and a BIG thanks to Vince and Tracy for all the collaboration on this "first time" conversion.
 

·
Registered
Joined
·
775 Posts
Have a LFX swap going into a CTS shortly as well.

Monty has the wiring diagrams all cataloged into a nice binder he shared so after these first 2, this should be finalized and perfected for any others wanting to do this.

See so many LLT failures (mainly due to the lack of a low oil level warning and engines run low or out of oil,) so this will give owners an option of replacing with a LFX. Lot's of good LFX's out there for reasonable prices.

Looking for your results!
 

·
Registered
Joined
·
64 Posts
Discussion Starter #30
Today, we rolled the new engine beside the LLT and plugged in the harnesses and LFX computer. Although we ran into an issue with the programming of the engine side, we were able to do a VIN match and program the automatic transmission successfully! A great first step. So indications are, that this might just work. Thank goodness we didn't install the engine in the car because the car would be down until we worked this all out. Ran out of time, so unplugged everything and got the car back on the road so I could drive home. Next week, we will spend more time to see if we can figure out what is going on and why we can't load a engine computer program. Our best guess is that we are not getting a computer wake up signal from possibly, the fuel pump control module. For now, more schematic brainstorming is needed. Will keep you posted. Positive progress!
 

·
Registered
Joined
·
64 Posts
Discussion Starter #33
Ran into a stupid issue. Purchased (1) new ECM for the 2014 LFX. We had a heck of a time figuring out why we couldn't communicate with it from the laptop!! After weeks of time delays, we tried communicating with the ECM on the bench, to eliminate the vehicle in the loop. Much to our surprise, it would not. Defective computer!! Ordered another, waited, more delay and it, too was defective. Purchased from Source One, which is usually pretty good about having good parts. At the suggestion of my programmer, I purchased a new ECM directly from GM. Checked it on the bench, first and finally established communication!!!!

So, we hooked everything up through the vehicle. Established communication perfectly. Tried to download the 2014 program data from the GM server and a pop up window appeared for security! (mismatched VIN's) Had to stop. Programmer took the ECM and is working on a solution. We will have to disable VATS on the vehicle for sure. Currently in process of working that issue out. I am still forging ahead but lost several months due to bad ECM's right out of the box. Who was to guess this could happen? Learned to only purchase ECM's directly from GM, NO AFTERMARKET! Very frustrating and came close to giving up.

The going is slow at this point but still hopeful. Making snails pace progress. Probably will be several more weeks before next update, hang tight.
 

·
Registered
Joined
·
3 Posts
New to forum...we've been trying to get a work around on the E69 ECM VATS for the LLT with automatic transmission. So far we haven't found a solution. Who or what are you using to get around the vats challenge?
 

·
Registered
Joined
·
64 Posts
Discussion Starter #36
Haven't been able to figure it out. Somewhere, sometime ago, it was done but have no idea who or how. I need to know. If you figure it out, would you post it? Lot's of us would be grateful! Welcome to the forum.
 

·
Registered
Joined
·
3 Posts
We've found some solutions that support the llt and manual transmission, but the E69 and auttomatic seems to be a different animal. We are continuing our search and will share anything we can find. Do you happen to know if you can replace the e69 with ane39 ecm on a 2010 engine? Thanks again.
 

·
Registered
Joined
·
64 Posts
Discussion Starter #38 (Edited)
Unfortunately, no. Actually, never heard of ane39 ECM. Where did that ECM come from? Interesting. What advantages exist if it could be used, is it a Bosch or Delphi? Obviously, I am concentrating on the LFX engine conversion which uses a totally different computer (Delphi)with (3) plugs instead of the (2) in the LLT ECM. I am very frustrated about the stumbling blocks in this project but I have studied all of the electrical schematics and GM circuit numbers of both the LLT and the LFX and GM surely built the electrical systems from the base 2010 systems and simply added features as the years progressed to and including 2014. Almost identical in all respects. Just got to figure this out. Can Buss is also built from the base 2010 model but uses different BCM's which I hope will talk to the ECM OK. I really believe this is possible if just a few issues are understood. That's the hard part. Both engines, for the most part, are identical in principle with the exception of an added oil level indicator, slightly different HP pump, different injectors, throttle body and MAF, which are ALL controlled by the different Delphi ECM as an entity. The engine wiring harness on both the LLT and LFX have (2) plugs for the body connection and the pin outs are identical except for just 2 or 3, which have been identified as not a deal breaker. It all boils down to mating VIN numbers and any Vats or Global A incompatibilities, which should be able to overcome. GM has designed so many anti-theft features and compatibility mandates that seem to be the only remaining sticklers. Still beating my brain! A very tough challenge, for sure. But if this works, it will be a real winner.
 

·
Registered
Joined
·
3 Posts
My earlier reference was to the E69 ECM, manufactured by Bosch. We learned that the Trifecta solution wipes out the link between the automatic transmission and ECM. I believe this happens when the PCM vin goes to null, no longer matching, the trans goes to basic single speed (get home mode). We'll continue to look and if we find a VATS solution, post it here. If you find anything, please let us know. Thanks.
 

·
Registered
Joined
·
775 Posts
My earlier reference was to the E69 ECM, manufactured by Bosch. We learned that the Trifecta solution wipes out the link between the automatic transmission and ECM. I believe this happens when the PCM vin goes to null, no longer matching, the trans goes to basic single speed (get home mode). We'll continue to look and if we find a VATS solution, post it here. If you find anything, please let us know. Thanks.

Great to have you here! The more minds working on this, the better. :thumbsup:
 
21 - 40 of 50 Posts
Top