C5 corvette pcm wiring harness

C5 corvette pcm wiring harness

Complete from fuel injection to oil pan. Transaxle is NOT included. This engine has onlymiles and runs excellent. Everything is excellent, nothing broken, nothing cut. Perfect for street rod project or replacement. Mileage documentation and title available. Buy from the seller you can trust.

We have sold hundreds of these packages on Ebay in the past year alone. See invoice for our toll free number. Our shipping system is automated. No exceptions. We are a salvage yard, please realize that some parts up for auction may still be installed on vehicle and will need to be removed. Because of this, shipping times will vary, your patience is appreciated. All items should be inspected in the presence of the driver at time of delivery and any shipping damage should be reported to the driver immediately.

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BTR LS 4. LT1 and LT4 Engines. Impala SS Parts. Powered by SixBit's eCommerce Solution.General Motors introduced electronic throttle, or drive-by-wire, with the LS1 engine in the Corvette.

Electronic throttle was released before cable throttle for the LS-series engine family. Inthe Camaro and Firebird received a cable throttle LS1 engine.

c5 corvette pcm wiring harness

Navigating through the various electronic throttle equipment may be intimidating, but look carefully at the components to ensure success. The Corvette received the same electronic throttle equipment from — Other than a few GM part number updates, the equipment remained the same and electronic throttle equipment can be interchanged.

The LS1 and LS6 engines received the same equipment. Everything changed throttle body, pedal assembly, and TAC when the LS2 engine was introduced in With so many different throttle bodies, pedals, and TAC modules, you must take caution to choose the correct combination of components.

Choosing the wrong components could result in no throttle response and an illuminated MIL lamp.

Wiring Harnesses

The Corvette throttle body is fitted with a TPS to monitor throttle blade angle. It is also fitted with a motor, operated by the TAC module, to open and close the throttle blade. The TPS housing contains two individual sensors with separate signals, low reference, and 5V circuits.

As the throttle blade is opened, TPS sensor 1 voltage sweeps toward 5V reference, and TPS sensor 2 voltage sweeps toward low reference. This wiring diagram represents the — Corvette electronic throttle control system. The larger mm throttle opening and four-bolt pattern requires an intake manifold upgrade or an adapter plate. Aftermarket wire harness adapters are available for a plug-and-play installation.

The throttle position sensor is mounted on the bank 2 side of the engine and the throttle shaft motor is mounted on the bank 1 side of the engine.

The blade on this throttle body measures approximately 75 mm in diameter. The blade on this throttle body measures approximately 90 mm in diameter. Because the bore is larger and the four-bolt pattern is different than the three-bolt pattern of the LS1 intake manifold, the use of this throttle body requires a different intake manifold or adapter plate.

This wiring diagram represents the — Corvette electronic throttle control system with LS2 throttle body. This bench test of the LS2 throttle body demonstrates the electronic compatibility with the — Corvette electronic throttle system. The Corvette PCM and TAC monitor values from the three accelerator position signals to identify proper operation of the accelerator pedal assembly. APP sensor 1 signals voltage increases as the pedal is depressed.

APP sensor 2 and sensor 3 signal voltage decreases as the pedal is depressed. The C5 Corvette — used only one accelerator pedal assembly. It is very popular because of its size and mounting configuration. Although these vehicles use a different accelerator pedal assembly and TAC-to-pedal wire harness, electronic throttle equipment can be used interchangeably among these vehicles.

Be careful to use a matching accelerator pedal and TAC-to-pedal wire harness.JavaScript seems to be disabled in your browser. You must have JavaScript enabled in your browser to utilize the functionality of this website. If you own a Corvette and like to drive it a lot, chances are you are going to run into some common C5 Corvette problems. Like all cars, some problems are self-explanatory, quick fixes and other problems can give you a headache when searching for a solution and parts to fix your problem.

Here, Southern Car Parts will explore four common problems you might be experiencing with your C5 Corvette that we can help you fix: climate control problems, electrical problems, power seat problems and automatic transmission problems.

If your C5 Corvette climate control problems consist of not getting cold air when you want, before you do anything else, check and see if your air conditioner needs to be charged.

Here are some common problems you might encounter with your C5 climate control and some solutions that might help. A common problem, but a tough problem to find a solution to is one side of your dual climate control works properly and the other side only blows out hot air. If you have changed your head unit recently, you could have a defective head unit or certain connections may not have been connected or connected wrong during installation. Check for proper installation or take your Corvette to whoever installed the head unit, if all is connected properly then the head unit was bad to begin with.

If you are having inconsistent airflow issues, you could be experiencing out of sync blend door problems. This is a pretty simple fix. Pull the correct fuses found in the owners manual and reset the codes.

If you still have the problem, try setting the air conditioner on high and repeat the same process. What if you're not getting any air pressure at all? This could be one of two problems. The one problem is mentioned above, but before you even think about replacing your actuators, you need to check to see and make sure you are getting proper vacuum. The most common of all C5 Corvette climate control problems is compressor failure due to leakage.

This is a less harder problem to find for if you can find the compressor, you can visually inspect the compressor for fluid leakage. How can you tell if it is going bad without looking under the hood?

The most common issues you are going to run across when it comes to C5 Corvette electrical problems are bad grounds. Your C5 Corvette comes with 13 different chassis ground points around the car, all of which are subject to corrosion or coming loose causing a bad connection. It takes about 20 mins to locate and discount each ground around your whole Corvette. This is a straightforward process and a much more thorough way to do the job for a better outcome.

c5 corvette pcm wiring harness

Another common issue you might notice that has nothing to do with grounds is a faulty fuel gauge reading that gets more faculty as your Corvette gets hot. A lot C5 Vettes that get driven a lot can experience a gummed up fuel sending unit. If you experience this issue, get it cleaned or have it replaced, then use Seafoam or a similar product in your gas tank every 5, miles.

Add to Cart. Corvette C5 Common Problems. C5 Climate Control Problems If your C5 Corvette climate control problems consist of not getting cold air when you want, before you do anything else, check and see if your air conditioner needs to be charged. All Categories. Corvette Information. Hot New Products. Top Selling Products.

c5 corvette pcm wiring harness

Newsletter Sign Up for Our Newsletter:. Contact Information Phone: Email Us. Sign Up for Our Newsletter:.General Motors introduced electronic throttle, or drive-by-wire, with the LS1 engine in the Corvette. Electronic throttle was released before cable throttle for the LS-series engine family. Inthe Camaro and Firebird received a cable throttle LS1 engine. Navigating through the various electronic throttle equipment may be intimidating, but look carefully at the components to ensure success.

The Corvette received the same electronic throttle equipment from — Other than a few GM part number updates, the equipment remained the same and electronic throttle equipment can be interchanged. The LS1 and LS6 engines received the same equipment. Everything changed throttle body, pedal assembly, and TAC when the LS2 engine was introduced in With so many different throttle bodies, pedals, and TAC modules, you must take caution to choose the correct combination of components.

Choosing the wrong components could result in no throttle response and an illuminated MIL lamp. The Corvette throttle body is fitted with a TPS to monitor throttle blade angle. It is also fitted with a motor, operated by the TAC module, to open and close the throttle blade. The TPS housing contains two individual sensors with separate signals, low reference, and 5V circuits.

As the throttle blade is opened, TPS sensor 1 voltage sweeps toward 5V reference, and TPS sensor 2 voltage sweeps toward low reference. This wiring diagram represents the — Corvette electronic throttle control system. The larger mm throttle opening and four-bolt pattern requires an intake manifold upgrade or an adapter plate.

Aftermarket wire harness adapters are available for a plug-and-play installation. The throttle position sensor is mounted on the bank 2 side of the engine and the throttle shaft motor is mounted on the bank 1 side of the engine. The blade on this throttle body measures approximately 75 mm in diameter. The blade on this throttle body measures approximately 90 mm in diameter.

Because the bore is larger and the four-bolt pattern is different than the three-bolt pattern of the LS1 intake manifold, the use of this throttle body requires a different intake manifold or adapter plate. This wiring diagram represents the — Corvette electronic throttle control system with LS2 throttle body. This bench test of the LS2 throttle body demonstrates the electronic compatibility with the — Corvette electronic throttle system.

The Corvette PCM and TAC monitor values from the three accelerator position signals to identify proper operation of the accelerator pedal assembly. APP sensor 1 signals voltage increases as the pedal is depressed. APP sensor 2 and sensor 3 signal voltage decreases as the pedal is depressed. The C5 Corvette — used only one accelerator pedal assembly. It is very popular because of its size and mounting configuration.

LS1 / Vortec Wiring Harness for Chevrolet Corvette (1953-1982) - PRO SERIES

Although these vehicles use a different accelerator pedal assembly and TAC-to-pedal wire harness, electronic throttle equipment can be used interchangeably among these vehicles. Be careful to use a matching accelerator pedal and TAC-to-pedal wire harness. In general, trucks with a Gen III engine have two different electronic throttle configurations: — and — However, a careful look at the Gen III electronic throttle systems used in GM trucks from — reveals four specific configurations.I have tried to list all possible wires that will show up If I show a wire, and your harness does not have it, you probably don't need it anyway.

Note: Removing all of these will result in a non-emissions friendly harness. Wire Color. Circuit No. Not Used. Camshaft Position Sensor Signal.

VSS High Signal. Inj 3 Control. DK BLU. VTD Fuel Enable. Inj 4 Control. Coil 2 Control. DK GRN. Inj 5 Control. Inj 6 Control.

IAT Sensor Ground. Trans Range Signal B. Inj 2 Control. Sensor Ground Jumper. Trans Range Signal A. Inj 7 Control. Spark Retard Signal. Inj 8 Control. PNP Switch Signal. Inj 1 Control. LT GRN. Fuel Gauge Output Control.The number of vehicles that are now receiving either LS or LT engines is amazing. Thanks to companies such as EFILiveenthusiasts can enter into the world of electronic engine controls and traverse the tides with great success.

Just like formulating a winning combination for any engine, properly selecting from the vast offerings of slightly-used engines and controllers can be done with a little knowledge and research.

There have been several upgrades to the LSx line since they were introduced in the late-nineties, both to the engines and the controllers that drive them. General Motors has used various controllers since the LS1 was introduced in However, in my experience, the modifications have to be pretty extreme.

This ensures that you will have the necessary ECU to make the engine operate as it was designed, including the option for cam-phasing and Displacement On Demand cylinder deactivationif you choose to use that technology. One thing not recommended to bring along from your take-out engine is the harness, for several reasons. Sure, it might be easier to make it part of the deal, but it also incorporates a lot of extra wiring and additional circuits that you may not use.

Plus, can you really be sure that it was gently removed from the donor vehicle? Think about all of the connections and potential for hazards. If you were to go with an aftermarket harness from a company such as Speartech or Howell Engine Developments, Inc. How do you know which one works? If you know what the engine was removed from, they have a comprehensive listing of each ECU as it was used in each application. You can simply look up the donor vehicle and see what ECU it came with.

It also helps to know what you wish to do with your engine. That means, while appearance and capability has changed over the years, the basic platform for how the ECU operates has been fairly stable since the LS engine was introduced. In addition to having the ability to handle electronic throttle control, the LS1 PCM Powertrain Control Module incorporated an entirely new, and significantly more sophisticated, engine control architecture.

With literally hundreds of calibration tables, Gen III and later controllers offer far more precise control of engine and transmission operation than previous generations of PCMs or ECMs. Whether LS or LT-based, the latest offerings from General Motors have found their way under the hoods of almost every make and model car, boat and even aircraft!

Of course, noting transmission control is important, since for the Corvette, GM scrapped the single Powertrain Control Module concept in favor of separate engine and transmission controllers.

ECUs for the Gen III LS engines utilize a 24x reluctor wheel on the crankshaft and have the cam position sensor in the block, at the rear of the intake. Gen IV engines have a front-mounted cam position sensor and use a 58x wheel on the crankshaft aside from a few oddball transition-year models utilizing the E40 ECM — those have a 24x but the front-mounted cam sensor.

You can tell the reluctor wheel tooth count by the color of the sensor used to read it, tooth wheels use a black sensor and tooth versions use a gray sensor. ECUs in LS engines utilize a 24x reluctor wheel on the crankshaft and have the cam position sensor in the block, at the rear of the intake.

Gen IV engines have a front-mounted cam position sensor and use a 58x wheel on the crankshaft aside from s utilizing the E40 ECM. Gen IV engines also used a one-tooth, and four-tooth cam positioning indicator on the cam gear. Also, between andGM used both mechanical and drive-by-wire throttle control. This E38 is a Gen IV controller and only dictates engine operation.

It uses a separate controller for the transmission, like all Gen IV controllers. Note the two connectors.Looking for the best in aesthetics, weight savings and reliability out of your harness? Our Pro Series harness completely replaces your old OEM harness so you can forget about those electrical gremlins.

With our optimized and 'tucked' approach the end result will be a clean and worry free installation with a guaranteed start up. It was developed in house on an actual LS1 engine to ensure a perfect fit to all engine connections. Wiring Specialties offers a number of options for common performance upgrades for this product. Build your perfect harness by selecting from the available options to the right, and as always - if you have any questions, please reach out to us.

Note: LS2 and up engines, additional accessories and other injector types are subject to additional fees. Created with Sketch. Toggle menu Login or Sign Up Search.

Dealer List Dealer Application. You just have to hook up start signal, fuel pump wires and a few other wires for tach and speedo, alternator warning light etc. You may have to run aftermarket gauges. Not compatible with mechanical cable driven speedometers. Signal conditioning is generally not required. Most tunes leave the other parameters stock. No performance settings are changed with this startup tune - fuel map changes are NOT part of this service.

Please feel free to contact us with any questions regarding this service. Grounding Kit - Our Kit ties a number if engine components to the body of the car and ensures that you will not have issues resulting from poor grounds.

The Grounding Kit utilizes Ultra High temp fiberglass sleeving to allow installation under or around exhaust components. Very flexible mounting options allow you to connect the block, head, battery tray, alternator case and chassis to completely eliminate all grounding issues.


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