LZ4/LX9 Canyon Swap Prep

[Xnke]

Had enough of the 15MPG from the LS swapped GMC Canyon. It's got good power, can easily shred a 4L60e front sprag, but I really need better mileage to make my daily commute to work. Has a Current Performance harness and E40 ECU installed, tuned with HPtuners MVPI 1

I'm planning on either the 3500 LX9, which I am very familiar with, except that it doesn't have a compatible ECU for the Colorado/Canyon BCM, or the 3.5L LZ4, which is probably the better engine-except it's got VVT, which could be an issue. Supposedly the LZ engines came came with the E67 ECU, which is known to work with the Colorado/Canyon BCM.

I happen to have a TVS1320 blower and intake from a 3.0L Jaguar V6, in very good condition. I'm planning to grab an LZ lower intake manifold and see just how far off the bank-to-bank spacing is, but honestly if I can fit the blower between the ports I can make an intake to suit. It won't fit between the ports on the LX9, so the blower would have to be flipped and a whole new scheme for intercooling will have to be worked out.

Right now, I have the following setup:

2005 GMC Canyon 2WD Manual Transmission Body/Instrument Cluster/Body Control Module
2006 Trailblazer EXT E40 ECU/T42 Transmission controller via Current Performance Wiring harness
2006 Trailblazer EXT 4L75e automatic transmission (Rebuilt 2000 miles ago.)

I have the following known problems:
Need to get a bolt-on bellhousing for the 4L75e. I don't know that one exists for the 60* pattern, I know of one for the 4L30e, and if push comes to shove, I'll make an adapter plate.
Need to adapt the LS/4.2L I6 torque converter to the 60*V6 flex plate.
Need to make new engine mount plates to pick up existing holes on the LZ/LX engine block. This is not a real problem.
Need to work out accessory drive mounts. (S10 accessory drive will not work on LZ engine, but will work on LX engine)
Need to work out water pump, this might be a non-issue.
Need to work out ECU compatibility and tuning solution.

MOST of the LX9's and LZ4's came with E38 PCM's, as far as I can tell. I have one of those already. I have been told that some came with E67 PCMs, and the E67 is going to be the one to use due to having VPW and CANBUS comms, which the Canyon/Colorados used in 2005.

Does anyone have an E67 BIN for the LX9, LZ4, LZ9 engines? I think that'll be the best starting place.

[antus]

Are any of these helpful?

[Xnke]

Yes-those are ones that I'm looking for. I've now got three of the 12603530 E67 PCMs, hopefully all the hardware inside is the same so that I can have some semblance of a reasonable pinout chart.

Time to set ol' claudy boi onto these four I guess.

[antus]

one of them is 1mb the rest are 2mb so theyre not all going to be a matching your pcm.

[Xnke]

Hmm. How do I tell which PCM I have? I would have thought that a 1Mb vs 2Mb difference would have warranted a different PCM type number. Google tells me that the 3530 uses a 2Mb flash, maybe that's true, maybe not. I also see that it has issues with boot block and partitioning if used with anything other than a 2006 OS, but I did find a table of 2006 operating systems and applications that match the 12606474 Part Number and 12603530 Service Number

Code: Select all

Make	Model	Engine Size
Chevrolet	Impala		3.5L, 3.9L
Chevrolet	Cobalt		2.4L
Chevrolet	HHR		2.4L
Chevrolet	Malibu		3.9L
Chevrolet	Monte Carlo	3.5L
Chevrolet	Uplander	3.9L
Pontiac	G6       		2.4L, 3.5L, 3.9L
Pontiac	Solstice		2.4L
Cadillac	DTS		4.6L
Cadillac	CTS-V         	6.0L
Cadillac	STS-V	        4.4L
Saturn	Relay			3.9L

Really, for a given engine RPO, they all made about the same power. LX9 at 200-201HP, LZ4 at 220-221HP, LZ9 at 240-242HP.

[antus]

Service number is 1:1 with the hardware specs. So take that and put it in to ebay or see where else you can cross reference it.

[kur4o]

the 1mb file identifies as t42, maybe some of the name missed the tcm part. the 2mb is e38 or e67, not quiet sure.

[Xnke]

Well, then there seems to be a matching pair of ECM/TCM.

Started on the transmission adapter plate today. I'll set one of my apprentices on it with a dull beaver and tell him to cut the plate along the lines tomorrow.

[Xnke]

I think there is no way around modifying a torque converter, without replacing my new 2200 mile transmission. I broke one at 77k miles and just replaced it, so it's going to stay.

Looking into the ECM/TCM issue now.

I know the E67 and T42 will work in the canyon when paired as a 2006 Trailblazer, because my E40 and T42 already work. How much trouble am i in for when trying to convince the LZ9 OS to talk to the 4l60e T42? Is it similar to doing a segment swap on the older PCMs?

I know they talk over Canbus, but then I need to get the Colorado/canyon/trailblazer data onto the VPW bus too.

And then there is the issue of the throttle pedal. Currently using the Trailblazer throttle pedal. I assume I'll need an LZ9 accelerator pedal.

[Xnke]

Updates:

LZ9 to 4L65E transmission adapters are made and tested. It'll physically bolt on there and drive the torque converter now.

Can't really find any information on disabling VATS in the E67 computers, apparently it's complicated and difficult and all those fun things.

Claude's on the case of the E67 features needed, unfortunately the 3530 PCM may not be the way to go-I have a 12607096 unit as well but I am trying to get the supercharger support patched into the LZ9 OS, as well as actually getting VATS disabled. I did not want to have to support HPtuners anymore but it's looking like I may have to give them money again. (Partially because the school I work at does not have access to their old HPtuner stuff anymore, as it was stolen...They ask to use mine all the time but if I can get them to pay for the upgrade then maybe I can justify it.)