|12-17-2017 08:27 PM|
I hate to say it but no real physical progress lately. However, I have been making theoretical progress that is giving me an actual direction in order to get this thing smog legal in the communist state of California.
I decided to reach back out to the CA BAR and setup a call with a referee to discuss some of the issues I have been having, including the issue with the secondary air injection not being programmed into my ecu even though all the CVNs match according to the GM TIS website.
From this conversation I was told that since it is a motor swap in CA, everything has to be CA compliant. Therefore a "Federal" ecu programming is not allowed. When I asked what my options where, I was told that I would have to have the computer reprogrammed by GM to a VIN # that is a CA compliant. I was under the initial understanding that I had to stick with the Vin/year motor that I original tried to get to pass. The referee who is the district manager for CA BAR told me that I am not stuck with a particular vin or year until it passes. At this point the dim light bulb went a little brighter and directly asked if I could switch to a 2002 Vin, which he actually suggested I do, as it eliminates the need for Air Injection and EGR. Sounds like a win/win for me.
I also verified that the exhaust needs to be uncut but I am allowed to cut the factory exhaust after the second o2 sensors. I am also not allowed to program electric fans or remove the VATs through tuning as the CVNs will change.
It was also reiterated multiple times that I have to provide a PO/Invoice from a dealership showing that they verified that programming/CVNs and that it is indeed a factory tune. I have gone to the Folsom Chevrolet dealership and they told me this is something they will not do. I plan on trying Roseville Chevrolet when it is back up and running. Hopefully if I drive it in there they will have an easier time of saying yes. If anyone here is a GM tech or is friends with a GM tech in the Nor Cal area that is willing to help that would be awesome.
As for the physical work, I did strip the EGR and air injection off the motor this morning as well as switch the manifolds back to stock truck manifolds. Luckily I have a buddy who is swapping a 6.0 in a pre-smog scout and he gave me his stock non-egr manifolds and mechanical fan. As for the exhaust it is going to be really tight but I might be able to get it to work with some creative thinking.
|12-17-2017 09:57 AM|
|11-27-2017 11:10 AM|
Made some progress this weekend on the body control module. Also made some backwards progress....
Ended up getting the BCM mounted down in the driver side kick panel and everything wired up. Actually fits pretty well and can not be seen when the trim piece is in place.
After getting the BCM and Secondary Air Pump all wired up, I hooked the battery back up. When I did, i was getting a repeated clicking noise from the Idle Air Control motor but would stop when the key was turned on. Weird... Anyways, I go to try and start the motor and low and behold the VATS works properly and shutdowns the motor instantly. At this point I know I need to have the BCM relearn the VATS signal which involves the key being in the On position for 10 mins, off for 10 seconds, then try to start it. This must be performed a total of 3 times. Well after 5 tries, it is still killing the engine and the IAC is still making noise.
During this whole process I figure I might as well try and verify that the Air pump is working as it should. Using the Scanner module of HPTuners I should be able to turn the pump on and off manually. Well as my luck goes, it does not work. After verifying that the relay is getting power, I dive into the tune of the PCM. I verify that all of the CVNs are correct, which they are. But notice that in the the main layer of the code, the air injection system is not enabled. Odd, as this is a 2001 5.3 and it should have air injection as it came with it when I bought it. For S's and G's I changed the binary 0 to a 1 to activate it, which resulted in a proper operation for the air pump. However the CVN changes, shit. So at this point I have a factory flashed computer that does not have air injection controls and according to the CVNs is correct, but the motor had air injection on it when I bought it. At this point I may buy another 2001 PCM to see if it has the air injection controls and correct CVNs. If it does I will just run the new PCM.
As far as the IAC and BCM issues, I found out I swapped the locations of the 12V ignition pins and ground pins. When the BCM was plugged in it was causing back feeding issues to the IAC. I have not had a chance to re-pin the connector as the ran showed up early on Sunday. Hopefully tonight I can swap everything around.
|11-07-2017 10:33 AM|
Figured I would provide an update on where things sit.
I talked with Brendan at LT1swap.com who originally flashed my computer for me and is going to flash the computer back to stock so the CVNs match and I can have a copy of my stock tune just in case.
I have been spending time on ALLDATA and think I have figured a way to run a stripped down BCM. This will allow the BCM to send the correct signal to the PCM allowing the computer to run so I dont have to tune the VATs out of the computer. As this would result in the CVN changing for that module.
Also picked up a complete y-pipe from another 1500 with the cats. Not 100% sure it is going to fit but we will give it hell. As soon as I have some update pics I will post up.
|10-31-2017 04:16 PM|
|Chkn||Can't help with the programming but glad to hear that you're slowly making progress.|
|10-31-2017 03:49 PM|
Made some progress today regarding the requests of the Referee and figured I would share here for future builds. One of his requests was a copy of the Calibration Verification Number for the ECM. Through searching I managed to find a link to the following website which will provide current CVNs based on Vin#
Only issue now is I need to get a copy of my stock tune which I dont have, so my only option may be to go to the dealer to have them reflash my computer.
Whats the chance that there are any GM dealer techs on here that are willing to help?
|10-25-2017 03:32 PM|
|10-25-2017 10:13 AM|
|10-25-2017 09:30 AM|
That sucks about the smog stuff, I wish I could help but we don't really have that here.
Sweet build though, I saw it a few months ago and haven't checked back in until now. This is pretty much the exact route I want to go with my Fj62 for a DD/wheeler type of thing. How do you like the suspension? Everyone on Mud is OME or die, and I just don't buy that. I'm wondering how well those springs would SUA as they are junkyard available and I could avoid the cut/turn on the front axle for a while.
Keep the updates coming.
|10-24-2017 11:15 AM|
|JJeep74||Said screw it and bought HpTuners. Figured it made more sense in the long run to be able to trouble shoot and tune in my driveway as opposed to relying on others.|
|10-20-2017 06:12 PM|
|JJeep74||Decided to bite the bullet and install the secondary air injection. Is there anyone local to Sacramento, that has Hptuners or Efi Live that is willing to help me out? I need the air injection system enabled in my ecm.|
|10-20-2017 01:41 PM|
Loving your FJ60, wish I still had mine.
|10-20-2017 10:13 AM|
|10-19-2017 10:25 PM|
|JJeep74||Adding the air injection would not be hard. Only real issue is I would have to send the computer back out to have the controls added in. This might be the better option as the camaro manifolds already have the ports, and the ref would most likely over look the fact that they are not truck manifolds.|
|10-19-2017 10:17 PM|
|10-19-2017 10:02 PM|
So I emailed Brendan at LT1Swap.com , who did my ecm programming about if he removed the air injection.
Here is what he said:
"AIR injection was only on CA emission equipped gm trucks. Federal emission trucks never had AIR injection. 2002 did away with EGR on all 5.3l engines. My notes say it was with EGR, so 2001 would be correct. The calibration in your PCM did not have AIR injection. EGR YES"
So my next question is, if the motor was a federal motor then in order to swap it into a CA compliant vehicle does it need the air injection?
|10-19-2017 10:02 PM|
Well things didn't go well.
Was nailed on a couple of things:
1: Evap Monitor was not set, I guess for motor swaps this need to be complete. Also had 2 pending codes but none of my scanners can read them. He would not tell me what the codes are.
2: I was told I am not allowed to modify the exhaust at all, from the exhaust manifold flanges till the rear 02 sensors. I asked him about this due to the frame being in the way and I was told that I would have to cut my frame as that is how BAR wants it? This cant be right I as I was under the impression that as long as the Cats were in a few inches of their original location it was ok.
3: Said I modified the ECM as I had VATs removed and this is not allowed. He told me I have to install the entire body module from the donor vehicle and the ECM can not be flashed in any manner. No idea on this one. Said I needed to supply documentation from the dealer showing the vehicle has the correct ecu/flash?
4: Said the motor needed air injection. The ECM and harness that came with the motor did not have air injection so I am confused on this one. His scan showed a 2001 5.3, so are there any configurations out there without air injection? I had a buddy pull the vin on the way home 1GCEK19T41E122562. Does anyone have a way to verify the emissions requirements for me?
Only good news is it passed on the dyno and all measured emissions were low. What I dont get is why cant I get a pass when the new motor runs cleaner than any old tired 2F out there?
At this point I am lost and defeated. Any advice would be greatly appreciated as I am not sure where to go from here.
|10-19-2017 10:01 PM|
Well today is the big day, the dreaded appointment with the CA BAR Referee. I have been driving the cruiser for the last few days to and from work and everything has been great. Drive decently but does need new front shocks and had a few leaks. One was from a bad trans pan gasket, which I replaced with a lube locker gasket. The other was the rear hub seals were bad, so i replaced everything last weekend and repacked the bearings.
So far all of the emission monitors have set except for the evap monitor, which from my understanding on 2000 and newer vehicles is not required to be set. Through this process I have had zero check engine lights or pending codes, so I am pretty confident all systems are working properly. However, who knows what the referee is going to knit pick on.
|10-19-2017 10:00 PM|
After doing a bit of research, ended up ordering a pair of Bilstein 7100s for the rear. I ordered them in the 14" 275/78 flavor. Due to the length I also built a new shock tower.
Even with the new tower the shocks are a bit too long. I plan on ordering a set of 12" 7100s and moving the 14s to the front.
|10-19-2017 09:57 PM|
Ended up swapping out the stock FJ60 master cylinder for a FZJ80 master and that made a work of difference on far as pedal feel and how well the brakes work now.
Also finally sorted out my driveline issues. I sacked up and had a new driveline build by B W Driveline in Aubirn, CA. These guys were great, extremely quick, and responsive. I even got a heads up call from Bud, to let me know that my driveline would be done in 20 minute. Talk about customer service. We ended up going to a 1350 CV at the T-case and a standard Toyota joint at the differential. The nice thing is, when I go to one ton axles I will just need to change the slop out to a 1350 style and be good to go.
During the first test drive, it was a night and day difference. Where anytime with the old shaft I would have vibrations when letting off the gas. Also I could not get above 45 without it sounding like everything wanted to explode. With the new shaft I did have a little vibration here and there but very faint.
In order to fix this, I ended up cutting the perches off the rear axle and rotating the pinion up to aim at the t-case flange. Something I figured I would have to do. Once I did this I had no vibrations up to 65 mph, havent gone faster than that as I still dont have rear shocks. I did order a set of Bilstein 7100s with 275/78 valving for the rear.
|10-19-2017 09:55 PM|
Runs great but I still have a bit of work to do.
Needs rear shock mounts and the brakes bleed again. Might actually need to install a different master cylinder as I dont think the FJ60 one has enough power for the FJ80 rear axle with disk brakes.
Also I am getting a bunch of rear drive line vibration. Initially I only noticed when I let of the gas at any speed, but once I got out on the main road and above 40 mph it was really bad on and off the gas. I think the rear shaft might need new u-joints as there is about 1/16" of lateral play in the joint. I.e. the caps are tight in the yoke, but the joint can move side to side in the joint.
Also notice during the test drive a couple more of the engine monitors were set. I think there are only 3 left and no check engine light yet.
|10-19-2017 09:53 PM|
Finished up mounting the trans and power steering coolers:
As well as the resting of the plumbing and the final piece of engine accessory, the Vortec cover. Did have a little hiccup when I first filled it up with coolant as the old water pumps was bad and leaking, so I put in a new pump as well. Figure it is just extra insurance.
On a side note, I jerry rigged up some battery cables and and low and be hold after a few cranks she fired right up. Has good oil pressure, idles great and is not throwing any codes yet. Also about half of the monitors were set so that is good news.
All that is left before the first test drive, is to finish the batter box and cables, then bleed the brakes.
|10-19-2017 09:50 PM|
Finished all of the wiring for the motor on the driver side. This included getting the ecm mounted, bussman fuse block mounted, and the factory body harness cleaned up. Also finished all of the inside connections for the ODBII port, "Choke" Engine light, and the TCC brake switch.
Rigged up some power to a spare battery to check functionality of the system and my wiring. At first I had not power and nothing was working. Silly me, I forgot to hookup the grounds for the relay block. Once that was addressed, the fuel pump cycles on and I can interface with the computer using TorquePro.
Now I just need to plumb in my trans cooler and I can test fire the motor.
|10-19-2017 09:43 PM|
Fuel line routing.
Mounted up the evap canister purge valve as well. I plan on mounting the canister itself in between the intake and firewall in the big void. Looks like a few people have mounted it there with no issues.
|10-19-2017 09:41 PM|
Did get the FJ62 tank with the modified GM pump put into place and everything clears nicely. Only issue I had was assembling the PTFE AN fittings and ended up screwing the threads up on the first one.
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