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1970 Eldorado.
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Black the Darkside
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I'm fairly sure no one makes performance chips for the V6 engine..only the V8.

:welcome: to the forum.:)
 

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2018 XT5 Black on Black
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1,852 Posts
I've checked every major chip, power-programmer and MAF maker out their and only 1 of them admitted to even persuing an upgrade on our 3.6 motor. All of them state that because our EMU is one of the most sophiscated on the planet (its different fron the V's) they may never be able to do any serious mods to the unit. We may have to be happy with whatever we get from air intake and exhaust mods. Welcome to the forum!
 

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Black the Darkside
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B Hoth said:
I've checked every major chip, power-programmer and MAF maker out their and only 1 of them admitted to even persuing an upgrade on our 3.6 motor. All of them state that because our EMU is one of the most sophiscated on the planet (its different fron the V's) they may never be able to do any serious mods to the unit. We may have to be happy with whatever we get from air intake and exhaust mods. Welcome to the forum!
I don't know how effective they were but Lund and RSM designed black boxes that ran infront of the engine management system. It would feed it false information to get it to make needed adjustments. I doubt if they would sell it alone. This was when they were selling CTS Super Chargers.
 

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2018 XT5 Black on Black
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1,852 Posts
There's someone selling something like that on e-bay. 20hp4u4cheap is the name of the seller, sounds shady!!!
 

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2003 CTS Manual Trans., '93 STS
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The 'old' way was to have a fixed map (fuel/air/spark) in EEPROM in the PCM. You had to reprogram the PCM for any mods, or to make power at the expense of fuel mileage, etc. The CTS has a PCM that continually reprograms it's map based on sensor inputs. If you did find a way to 'reprogram' it, it wouldn't last but a few minutes. The newer PCMs make 'reprogramming' a thing of the past, since the automatically compensate for things like engine mods. The CTS-V still has the 'old' style PCM, since it's got the venerable 350 Chevy V8.
 

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2007 CTS-V, 2001 Honda Shadow Sabre
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1,640 Posts
B Hoth said:
There's someone selling something like that on e-bay. 20hp4u4cheap is the name of the seller, sounds shady!!!
Yeah, look at his comments. He shows a picture a chip, but what you really get is a $0.30 resistor that you plug into your intake temp sensor. And he charges $3 for shipping.
 

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Black the Darkside
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DDS rollin a CTS said:
Yeah, look at his comments. He shows a picture a chip, but what you really get is a $0.30 resistor that you plug into your intake temp sensor. And he charges $3 for shipping.
Yep, last but minutes and the computer resets itself.:yup:
 

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2005 CTS 3.6L, 2006 350Z, Ducati 996s
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I actually bought one of these (knowing that it's bullshit) seeing how long it would take before the computer reset itself. Well, I drove under 5 minutes, turned the car off, went into a store, bought goodies, came out, started car, drove off. It had allready switched itself, or reset itself, whatever.

I thought I'd at least get a 1/2 hour out of it :)
 

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The Mighty Kael, 2004 Black CTS, Every Option
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I am not sure how the pcm or ecm adjusts to the 30 cent resistor mod. the mod plugs into yout IAT sensor and tells the pc that the outside air is 50 degrees so that the pcm will command more timing. this of course yields very little if any results in the first place.
I am not sure on why you would think the ecm would adjust itself to an input that would read as prefectly legitmate.

-KL
 

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2006 STS V8 AWD, '95 Ford Ranger
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The PCM doesn't correct the improper temperature but it does correct the improper response. In other words it examines the engine response to the inaccurate temp input and adjusts engine parameters back to where they are supposed to be in spite of it. The PCM is result driven. If you try to trick it into burning excess fuel it senses and calculates a correction.
 

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2006 STS V8 AWD, '95 Ford Ranger
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It's kinda like a Democrat. It figures it can manage your affairs better than you can.
 

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2004 CTS (sold), 2014 ATS
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453 Posts
FSU_Noles said:
Is 5.7 Liter more to your liking? Some of us still like the sound of good ole cubic inches, so for us it is the 350.

:yawn:
Then learn to do some math. The LS1/LS6 is 346 cubic inches.

Not to mention the LSx engines have virtually no similarities to the old SBCs except a 90º bank angle and 4.4 inch bore spacing.
 

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2003 CTS Manual Trans., '93 STS
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Adjusting only IAT won't really do much to begin with. The PCM uses many inputs to map the correct fuel pulse and timing. The MAF and 02 sensors being the primary ones to calculate proper mixure. Since we have drive-by-wire cars, the throttle body will be opened to the level that the PCM determines gives the proper stoichiometric 14.7:1 air fuel mixture. If the IAT sensor is slightly off, it will likely produce a slight overly rich condition, which will quickly be corrected based on other sensor data. Emissions is a big driver to having the PCM use multiple inputs. Overly rich means bad stuff coming out the tail pipe.

If anyone wants to try it, the resistor is a cheap experiment. I think you'd be disappointed that it doesn't produce the advertised 35 HP increase, though.

1500, you're right. I was being overly generic on the V8. It is a completely different animal. The LS6 of the early 70's Chevelle was a 454 with a 4.25" bore and a 4" stroke, vs the current LS6's 3.9" bore and 3.65" stroke (the old 350 was 4" bore, 3.5" stroke). All aluminum is a plus too! Even thought they're all old-tech pushrod motors, the newer LS6 is a powerhouse!
 

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2006 STS V8 AWD, '95 Ford Ranger
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29,055 Posts
The 427 cu.in. and 430 cu.in. Chevy ZL1 all aluminum motors of years ago were the most successful sports racing motors in history. It didn't hurt that this was the choice of Jim Hall of Chaparral fame. Jim Hall's engine shop would disassemble these crate motors, clean them up, and the only part other than the intake system that was changed was the piston pins that were converted to stiffer pins with a double tapered bore. These engines when equipped with the constant flow fuel injection systems available at the time dynoed out at 750HP net and were essentially bullet proof. The transmission used was a basic two speeed Powerglide beefed up and supplied by Chevrolet. This setup gave the driver a free foot to control the infamous variable spoiler/wing. Ford went absolutely nuts trying to build something to compete with these things. The result was the so called "J" car that killed Ken Miles when the drive train seized up at 200 MPH. Look it up.
 
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