Hex Hacker

I posted this on LS1tech also

I have found that you can interchange most Accelerator Pedal, TAC Modules, T-Body, and PCM's.

I have used a 2000 Corvette T-Body on a 2006 Silverado and I have used 1 2006 5.3L T-Body on a 2005 CTS-V calibration.

I would have a LS2 T-body on a older PCM, but I just tossed/scrapped 20+ T-body's

03sierraslt

iTrader: (22)

Yep, but a LS2 TB won't just plug into a GEN 3 truck harness.

Hex Hacker

You do not need all of the parts from the same vehicle. The TAC module does not care what it has attached to it

03sierraslt

iTrader: (22)

I know that, point is that one is a 6pin and the other is a 8.

1FastBrick

iTrader: (17)

As far as the GMT800 Trucks go, I am not sure what the 99-02 trucks with Traction control used as I only ever worked on one. I believe the 03-05 use a different tac module and pedal then the 06-07 classic. It may work If you Change the OS to match the parts you're using but I have never attempted it myself and dont know if it would cause other issues with the electrical system.

I know some have had issues with this in the past when trying to purchase used parts.

Also as pat mentioned a GMT800 truck harness is different and requires a converter box to work with an LS2 TB

Hex Hacker

It has nothing at all to do with the OS
I have it all figured out in hex and tested on a few vehicles. The current truck is a 1996 C1500 with a 2006 LQ9, a 2006 TAC module, 2004 PCM, 2005 OS, 2005 CTS-V Calibration, 2006 T-Body, and unknown pedal

This truck had all 2006 parts to start with, so I would assume it had a 2006 APP.

Hex Hacker

TAC Module 12588923
fits
CADILLAC(2)
ESCALADE(2)2005-2005

CHEVROLET(24)
AVALANCHE(2)2005-2005
AVALANCHE 2500(1)2005-2005
SILVERADO 1500(5)2005-2005
SILVERADO 1500 HD(1)2005-2005
SILVERADO 1500 HYBRID(1)2005-2005
SILVERADO 2500 HD(3)2005-2005
SILVERADO 3500(3)2005-2005
SILVERADO SS(1)2005-2005
SUBURBAN 1500(2)2005-2005
SUBURBAN 2500(2)2005-2005
TAHOE(3)2005-2005

GMC(23)
SIERRA 1500(6)2005-2005
SIERRA 1500 HD(1)2005-2005
SIERRA 2500 HD(3)2005-2005
SIERRA 3500(3)2005-2005
SIERRA DENALI(1)2005-2005
YUKON(3)2005-2005
YUKON DENALI(1)2005-2005
YUKON DENALI XL(1)2005-2005
YUKON XL 1500(2)2005-2005
YUKON XL 2500(2)2005-2005

TAC Module 12945405 fits the following. This TAC module is used on PCM's that have the same OS as a truck. The T-body is different, but the Engine and Engine Diagnostic SEGMENTS are the portion of the calibration that works with the TAC module

CADILLAC(2)
CTS V(2)2004-2005

CHEVROLET(12)
CORVETTE(10)1997-2004
CORVETTE Z06(2)2003-2004


TAC Module 19245406 fits the following

CADILLAC(2)
ESCALADE(2)2002-2002

CHEVROLET(44)
AVALANCHE(1)2002-2002
AVALANCHE 2500(1)2002-2002
SILVERADO 1500(7)2000-2002
SILVERADO 1500 HD(2)2001-2002
SILVERADO 2500(6)2000-2002
SILVERADO 2500 HD(6)2001-2002
SILVERADO 3500(4)2001-2002
SUBURBAN 1500(4)2000-2002
SUBURBAN 2500(5)2000-2002
TAHOE(7)2000-2002
VAN G3500 1 TON EXPRESS(1)2001-2001

GMC(46)
DENALI(2)2001-2002
SIERRA 1500(7)2000-2002
SIERRA 1500 HD(2)2001-2002
SIERRA 2500(6)2000-2002
SIERRA 2500 HD(6)2001-2002
SIERRA 3500(4)2001-2002
SIERRA C3(1)2001-2001
SIERRA DENALI(1)2002-2002
VAN G3500 1 TON SAVANA(1)2001-2001
YUKON(7)2000-2002
YUKON XL 1500(4)2000-2002
YUKON XL 2500(5)2000-2002

DrX

iTrader: (7)

The LS1 TB and 5.3L TB are essentially the same. Each has 2 completely independent sensors. So you can swap 0V and 5V references around to get both sensors moving in the same direction or in opposite directions, depending on the application.

In this case the TB and TAC module are matched. The pedal must also match the TAC as various sensor setups have been used where the number of sensors, their ranges, and directions vary.

Hex Hacker

GM has a 512kb PCM and a 1meg PCM used on these vehicles
If you look at the Corvette. You will see that the same TAC module was used on all of the operating systems and all of the PCM's. The 2004 PCM is a 1 meg. The Corvette used multiple throttle bodies, but they are similar in design.
Then if you look at the CTS-V you will see the same TAC module used as the 1997 Vette and this car uses a 2005 Truck OS
That covers the 512kb, 1m PCMs, multiple T-bodies and multiple operating systems. The OS is not tied to the TAC module

This could be an argument
The 2000 to 2002 Trucks ran 1 style T-body and the 2003 up ran another. the TAC modules. I tested this and I have run the 2003+ TAC module on a 2002 truck and did not have an issue.

Most of the 1999 to 2003 512kb operating systems are used on both cars and the trucks and they use different TAC Modules and T-bodies

The APP
They all interchange from what I have run across. Every APP that I have tested had all 3 APP sensor circuits. Most of the harnesses have all of the circuits wired in. The Calibration does not reflex the 3rd sensor.
I had a 2003 truck in that would go into reduced power mode. We could not catch it on the Tech II even in a snapshot. The truck had the 3rd circuit wired up. I built the truck as a 2004 Corvette and sure enough I could see the 3rd APP sensor.
I disconnected the 3rd APP signal wire and the truck drove just fine.
I ended up replacing the APP to fix the truck. The APP on the truck was an aftermarket part and had been replaced prior to coming to me.

I have no problem with someone wanting to keep all of the parts together. They may want to match the T-body and the TAC module


This is the interesting part and I/we have performed extensive testing

When you install a car calibration in a truck that uses the same OS the TAC system will fault out.
If you look at all of the TAC data you will see the issue.
Average APP 0% to 100% --> this is the Average of the 2 or 3 sensors
Indicated APP 0% to 100% --> this is the calculated APP used by the system

Desired TPS Angle 0% to % --> this is the commanded throttle position by the TAC module
Indicated/Actual TPS Angle 0% to 100% --> this is the return signal from the TPS 1 & 2 calculated by the TAC module. This should match the Desired angle

The TPS will follow the APP from 0% to about 75% just like Jim PA had. Then the TPS drops to 0% and it may show reduced power mode depending on the setup

If you watch the TPS 1 & 2 % readings separately you will see that they are at 100% before the 75% of the indicated angle. This is all in the software of the PCM. When you continue to push the APP when the TPS 1 & 2 readings are at the 100% even when the actual TPS reading is the same 70% as the APP then it will closed the throttle and most of the time go into reduced power mode.


It is all in the Engine and the Engine Diag Segments. I will work with Bill at HPT to get them added for everyone. If HPT feels that this is all save then I would figure that they should have them added shortly

03sierraslt

iTrader: (22)

It would be nice to have added TPS tables, one common issue on higher HP blower setups is getting a slight TB blade flutter at Wide open. Naturally the PCM is commanding a desired TPS % we will say 100% and if the blade flutters and TPS drops to 97 or so then it kicks it into REP mode. It would be nice to be able to adjust the allowed variance etc so that it required a larger error to kick the code or even the ability to tune that out completely.