Is there a chip out yet for 2005 CTS?
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They have some chips and performance programmers at www.autoanything.com
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.B Hoth said:
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.
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.B Hoth said:
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
I thought I'd at least get a 1/2 hour out of it
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
I am not sure on why you would think the ecm would adjust itself to an input that would read as prefectly legitmate.
-KL
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.
The PCM is a smartass. I'd kick it, but people report me when I kick my car...:alchi:
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!
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!
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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