So I rather easily swapped from an 0411 to a P59 controller. The GMT800 Export trucks ran the L31 with the Green/Blue P59s. The file i have uses the same operating system as some of our 2005 trucks. Meaning I now have segments to run a 4L80E, 4L60E or now a 5spd and the controller can run a DBC or DBW throttle and both a L31 distributor and 4x crank sensor or a 24x coil per cylinder system. Have some tuning left to do, but I got it fired up on E85. For the DBC throttle have to use a P59 out of a DBC GTO, Express van or 4.3L to get the IAC drivers. Also have to have an analog input for the a/c signal input if you want the PCM to compensate for the a/c. I had to license both the Mexican L31 file as well as the 2004 Express PCM with HP Tuners. Then segment swapped in the 4L85E from the 5spd. I then deleted vats, programmed in the MAF table from a 2002 Express, set the displacement scaler for the 383, injector size to 48 lb/hr to match my AUS injection spider, enabled flex fuel and copied over the fuel tables from a 5.3L ignoring the timing tables for now, then flashed the entire file into the DBC van PCM. I have done zero maf or ve tuning yet and closed loop is disabled. Timing table is stock mexico issue too at the moment. I swapped the red connectors for green ones. Flex fuel sensor was indicating about 75% alcohol. I hit the key and it fired right up. Still needs some tuning but it runs, it idles and it has throttle response. 383 is pretty rowdy and its currently open headers but oh well.

 

(puts flame suit on)

 

They can flame all they want. Its an easy, cheap way to get an E85 compatible gen 1 controller that will also control the transmission and has boost friendly custom operating system upgrades. L31 with good aluminum heads and small cam would run pretty strong at 8-10 psi on E85. My 383 is 11:1 with ~220 psi cranking compression, will really enjoy the E85 once I get actually get it dialed in on it.

 

The P59 is a good ecu. 3bar and flex fuel capable, only needs a few wires moved from the 0411 to be a direct swap

You can also use any P59 if you're willing to forego the IAC drivers

 

Unless I missed something, on my L31 I did not have to move a thing comparing my 1997 repinned to 2002 0411 schematic to a mexican truck. The only fault codes out of the box were for the vent valve (my 97 does not have but going to add it since I am tired of it smelling my shop up of fuel fumes), alternator (have considered PCM controlling it), and oil pressure sensor.

 

When doing GMT800 0411 to P59 swaps you absolutely have to move wires

 

Which wires? DBC, I see zero differences aside from the 03+ having PCM controlled 02 sensor grounds on the 03s. My 1997s 02 sensors are reading perfectly with no changes. Any guide floating around out there proving otherwise? Got my info from LT1Swap before doing it.

 

Maybe you should look back there then

red connector: pins 52 and 75 need to be flipped to match the P59s output for generator signal

I know this thread isn't about the GMT800 but you asked. So I said

I got my info from LT1swap.com

 

Ok you got me on that one. I missed it because I am currently not running a generator control. Also know that the PWM signal for the fuel level gauge on a GMT400 may not be available on the P59, but I really have not looked into that either since mine is a 97 and has a separate fuel buffering module. My gas gauge is not connected to the PCM like a 98+.

 

Hooked up the exhaust, topped off the cooling system and let it run long enough to get up to full temp with the closed loop enabled. Pulling about 10-15% on the long terms. Still have the cutouts open and need to hook them up again. Tamed down alot in closed loop. Also disabled the catalyst warmup spark retard.