E67 models

[Spindoctor]

On another post I had asked for opinions on which ECM would be good for a custom OS non GM DBW turbo L4 build I am doing.
It looks like the E67 has the resolution and output controls I need.
While I may\will have more technical questions down the line, my first is rather simple.
For the purpose of scavenging all the GM parts I need to fit this engine out- which models came with the E67?

Thanks in advance- Tim H

[slows10]

11210 I believe this one is E67. 2006 Cobalt, and Saturn ion.

[ScarabEpic22]

Thats going to be a P12 if its really an 06 tune, Cobalt SS and Saturn Ion Redlines were P12s until 07. Then they went Bosch DI.

Tim, for your purposes have a look at the supported vehicles page on the www.efilive.com website, should help you narrow your vehicle selection down a bunch.

Does this engine have VVT? If it does then a Cobalt (non SS)/Malibu/G5/Solstice/Sky/Ion (non redline) 2.4L I4 or a 2.7L I4 from a Colorad/Canyon/H3 tune will work. Even if it does not, you can set any of these OSs to park the cams at 0* (essentially making the ECM ignore VVT) and disable related DTCs as there isnt a VVT actuator.

PM me if you want to, Im usually on here a few times a day!

[Spindoctor]

The Cobalt SC model 2.0ltr Vin P looks to be a good engine match.
The ECM in my AllData for this model looks more like an E40 GenIV
The ECM for the 2.4 NA VIN B looks like an E67
Any issues with the E40?

This first build will be kept simple with a single cam, 8 valve engine.
Working out my torque control design will be less complex.
The next build, should my design work out, would\may include multiple variable cam controls.

[ScarabEpic22]

EFILive's COS for the E40 has a hard limit of ~139% in the Boost VE table, so you cant really get into boost with it. E40 is also 24x/1x instead of 58x/4x so you'd have to swap reluctors for a 24x one.

Cobalt SC NEVER used the E40, the P12 looks almost identical to the E40 (and Duramax LLY ECM) but internally they are VERY different. The connectors interchange IIRC, but thats about all that does.

Id use the 2.4L tune and adjust the cylinder displacement down to 2.0L so you can use the E67. The E38/E67s have what you need with the right crank resolution plus factory boost support. No sense trying to reinvent the wheel, pick a stock tune that will work with your application (so a I4 engine) and have a dealership flash an E67 with that OS (EFILive/HPTuners cannot full flash E40/38/67s between different platforms so you cannot take an E67 from a TBSS and use EFILive to full flash a Malibu OS into it, wont work). Better yet, find an E67 off eBay that has a Malibu/etc I4 OS in it already so you can cut the dealer part out (unless you have access to a Tech II). Adjust the displacement to fit your needs, disable VVT, kill any DTCs, setup a conservative spark map, and set the injectors up. Should get you a close ballpark, then tune it accordingly.

[Spindoctor]

Sorry-
It was the 2006 ION 2.0 SC Vin P that looked like the E40 or E60 case.
If the malibu 2.2 Vin F has the E67 then that would be a good one to get as my next project will most likely be a flat six and the same unit should work there.

[GMPX]

E37 or E67 would be fine, both use 58x crank, both will run up to 255kPa manifold pressure and both have factory programs for 4 cyl or 6 cyl (E67 has straight 6 and V6).
Technically there is not much difference between them, the E67 was GM's premium ECM with the most inputs and outputs, however tuning wise you will see little difference between the E37 & E67.
The cost difference is minimal, you can find E37's or E67's on Ebay for $10 (almost seems like a crime they are so cheap), it's the harness etc that will end up costing the most.

Cheers,
Ross

[schwoch1]

I would just use a 2002 Corvette calibration, which uses DBW and turn off all the non used cylinder trouble codes. I have been running a turbocharged 1.3 Suzuki 4 cylinder for 3 years now in almost the same configuration (using 2002 Camaro OS) using COS3 and could not be happier. To the untrained person, you would never know that the engine is running a GM computer system!!!
If you need more info, feel free to ask!!!

Mike

[ScarabEpic22]

Sorry-
It was the 2006 ION 2.0 SC Vin P that looked like the E40 or E60 case.
If the malibu 2.2 Vin F has the E67 then that would be a good one to get as my next project will most likely be a flat six and the same unit should work there.

Gotcha, well Id still say E67 ftw even though the P12 can run an I6 too...


E37 or E67 would be fine, both use 58x crank, both will run up to 255kPa manifold pressure and both have factory programs for 4 cyl or 6 cyl (E67 has straight 6 and V6).
Technically there is not much difference between them, the E67 was GM's premium ECM with the most inputs and outputs, however tuning wise you will see little difference between the E37 & E67.
The cost difference is minimal, you can find E37's or E67's on Ebay for $10 (almost seems like a crime they are so cheap), it's the harness etc that will end up costing the most.

Cheers,
Ross

Plus the E67 has the 08-09 TrailBlazer/Envoy 4.2L I6 OS too, be ideal for a future inline 6 setup.


I would just use a 2002 Corvette calibration, which uses DBW and turn off all the non used cylinder trouble codes. I have been running a turbocharged 1.3 Suzuki 4 cylinder for 3 years now in almost the same configuration (using 2002 Camaro OS) using COS3 and could not be happier. To the untrained person, you would never know that the engine is running a GM computer system!!!
If you need more info, feel free to ask!!!

Mike

Mike, Tim already has a 58x crank reluctor. This would be another option as well, use a LS1 PCM and run COS3/5 on it for boost. You could change OSs a lot easier, but the E67 is a really good choice still. Decisions decisions.

[Spindoctor]

Thanks for all of the input.
The AEM 30-1050 is a Honda 4cyl box. But, with a couple of board jumper changes it can be used as a 6 or 8 Cly. Makes for a good generic all purpose unit. You can even get an empty harness connector to start fresh with. It is just not advanced enough. And the cost!!! $1000 used. But I have done a bunch of them.

What I am seeing in the E67 is a Superior replacement for all the unusual stuff I get around here. And I love the software. Believe me- if all you have ever worked with is EFI Live you have no idea how bad some systems can be and I have worked with most of them.

I will be scouring the COPART yards for a donor chassis Malibu- looks like it might be the most common\affordable place to start. That and if I sell off enough of the leftovers I might come out ahead!:grin:

[Spindoctor]

As I am looking for a donor Malibu I came across an issue.
The 3.3 f6 motor I am building is in the 700 hp range.
The ETA on a vin F Malibu is too small for this setup-
Will any of the larger V8 ETA units plug into the E67 harness directly or is there a rewire in my future?
I have a specific need to make this a very high response rate DBW system.

Thanks again-Tim H

[ScarabEpic22]

ETA? Electronic Throttle Actuator?

Are you saying the throttle body is too small? Might have to look for a tb designed for a Vette or a truck. Then the issue becomes what OS can you use to control it, a factory Malibu OS probably wont work.

What kind of engine is this going to run?

[Spindoctor]

Yes, that would be the Electronic Throttle Actuator.
I was looking in my 'Some Data' software and I see the 6.2ltr motor
has a Q38 series throttle. The L99\LS3 have a square 6 pin and the LLT
comes with a flat 6 pin. Now when I get to the Malibu they don't show me the
connector- just that it is a 6 pin.
Before I buy anything- knowing which connector I need to match the t-body and computer together
could save some headaches during the fab process.
This is going onto a 3.3ltr flat 6 Subaru motor that will be around 625hp @ 21psi. Pump gas.
I am designing a specialized induction system that requires a fairly quick throttle response.
There will also be the need for launch control, flat foot shifting and traction control via throttle roll back.
2850 lb car, 4wd & apx. 500 awhp:grin:

Thanks
Tim H

[ScarabEpic22]

Sounds like a sweet project!

ETA isnt something thats commonly thrown around on this forum, thats why I asked.

I cant tell you for sure what mismatched parts/OSs will work, people have fought it so much with these ECMs that usually everyone tries to keep the ECM bootblock/OS/APP/TB all matched. The connector is the easy part, thats like $20 and can be swapped pretty quickly. But its all in vain if the TB/APP/OS dont match up and you have a dead throttle when you fire the car.

OK so this is a different project that in your original post? Im kinda confused here, for a flat 6 engine forget anything else except a TrailBlazer/Envoy 4.2L LL8 cal. 4.2L I6 w/VVT (displacement and VVT can be adjusted/turned off) plus 2.5Bar boost support using the 3Bar VVE table. Heck with an E67 LL8 cal you can probably blow the turbo through the MAF and be fine lol. Not sure Id bother trying to use another setup, Im biased to the I6 cal but for your application I think it'd be ideal. Plus it would make matching everything up pretty easy.

[Spindoctor]

Sorry, I am actually working on several projects at once.
I am hoping to find an ECM that is Fairly universal so I can become
fluent in its abilities that I can apply it to many different builds.
So, for the flat 6 I will look for a TrailBlazer/Envoy 4.2L LL8.
And for the I4 I will look into a Malibu.

Thanks for the info- I will post up as the builds progress.

Tim H

[Highlander]

Gotcha, well Id still say E67 ftw even though the P12 can run an I6 too...



Plus the E67 has the 08-09 TrailBlazer/Envoy 4.2L I6 OS too, be ideal for a future inline 6 setup.



Mike, Tim already has a 58x crank reluctor. This would be another option as well, use a LS1 PCM and run COS3/5 on it for boost. You could change OSs a lot easier, but the E67 is a really good choice still. Decisions decisions.

How did you configure it for 4 cyl setup????

[ScarabEpic22]

How did you configure it for 4 cyl setup????

I havent, its confusing as Tim was talking about both a I4 and an L6/I6. For the L6/I6 it would be ideal, for the I4 you'd need to use Malibu or some other setup.

[Highlander]

I would just use a 2002 Corvette calibration, which uses DBW and turn off all the non used cylinder trouble codes. I have been running a turbocharged 1.3 Suzuki 4 cylinder for 3 years now in almost the same configuration (using 2002 Camaro OS) using COS3 and could not be happier. To the untrained person, you would never know that the engine is running a GM computer system!!!
If you need more info, feel free to ask!!!

Mike

I meant mike... he says he is using a 411 on a 4 cyl.

My guess is that he skips the firing order one cyl to get the proper cyl firing sequence.

fire cyls 1 3 5 7
skip all even cyls.

It could work like that, keep COP and everything.

It would be interesting to do it with v6 or 6i.

[slows10]

I believe he is also using a 24x reluctor off a L-21 big block.