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Engine Control Modules and Harnesses The engine control module is the is the brain of your Gen III/IV LS- or Gen V LT-powered project vehicle and Chevrolet Performance is your source for controllers designed for easy, “plug-and-play” installation and, in most applications, no need for third-party tuning adjustments.

Unlike controllers from regular-production vehicles, which may or may not come with a used engine, Chevrolet Performance controllers are uniquely calibrated for installation in older vehicles. That means many features required for late-model production vehicles are “turned off,” because they’re not required in older cars and trucks. That prevents the unnecessary triggering of diagnostic trouble codes that could possibly affect performance or require additional calibration adjustments.

Our inclusive kits deliver all the components required to plug into the engine and get it running – from the controller itself and the accompanying wire harness to the mass airflow sensor, oxygen sensors and even a throttle pedal assembly for engines equipped with an electronic throttle body. The kits also include detailed instructions to help you do it right the first time, even if you have no experience.

Most kits include: • Two oxygen sensors • Two oxygen sensor mounting bosses (for installation in the exhaust system) • A mass airflow meter • A mass airflow meter mounting boss (for installation in the air intake system) • A throttle pedal assembly (for use with the electronically operated throttle) • A specific oil pressure sensor that is compatible with the harness (when needed) • A complete wiring harness with fuse box and necessary cam sensor and MAP sensor jumpers • Fuel pump power module for direct injected engines • Fuel pressure sensor for direct injected engines • The programmed controller • An instruction sheet Each Chevrolet Performance controller kit is a true stand-alone system. All that’s needed to get a vehicle running with it are power and ground sources, a high-pressure fuel pump and an electric cooling fan.

LS2/LS3 Engine Controller Kit Includes all the components required to run the LS3 crate engine. Max rpm 6,600. For individual engine controller, use P/N 19354329 (included in kit).

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LS3 430HP Connect & Cruise Crate Powertrain System W/ 4L65-E

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LS Engine DIY

Do It Yourself LS Engines

GM LS-Series PCM/ECM: Comparing Gen III Controllers

February 13, 2015 by LS Engine DiY

GM ECMs have come a long way since the introduction of the first multi-port injection V-8 ECM used in the 1985 TPI Camaro, Firebird, and Corvette. These early ECMs require a PROM (or “chip”) that contains the engine’s calibration data. While all TPI ECMs are for use with high energy ignition (HEI) systems, which requires a single coil and distributor, there were a few ECM updates before the introduction of a new ECM and ignition system used with the 1992 LT1 Corvette engine. LT1 engines use a unique distributor assembly driven by the front of the engine’s camshaft and output high- and low resolution signals to the ECM (or PCM). All 1996 and newer vehicles have a flash-based PCM that is programmable through the vehicle’s data link connector (DLC).

This Tech Tip is From the Full Book,  HOW TO USE AND UPGRADE TO GM GEN III LS-SERIES POWERTRAIN CONTROL SYSTEMS . For a comprehensive guide on this entire subject you can visit this link:

Learn more about this book here.

SHARE THIS ARTICLE:  Please feel free to share this article on Facebook, in Forums, or with any Clubs you participate in. You can copy and paste this link to share: https://lsenginediy.com/comparing-gen-iii-controllers/

Tuned Port Injection ECMs

In general, all ECMs used with the Camaro, Firebird, and Corvette TPI engines require a single coil and distributor for engine operation. These early ECMs are a batch-fire system, meaning that injectors are not controlled individually (or sequentially). Since the TPI Camaro, Firebird, and Corvette were equipped with either a manual transmission or 700R4 automatic transmission, the only electronic control related to transmissions is 700R4 torque converter lockup. Due to limited calibration capabilities, these ECMs are not well suited for forced induction and high-horsepower engines. Despite the limitations, many continue to use these ECMs for most basic multi-port fuel injection engine installations.

The 1992 Corvette introduced the LT1 engine and a new ECM that requires high- and low-resolution signals from within the distributor. This new distributor design, used through 1997, limits the LT1 ECM and PCM as LT1 engine use only. In 1994 the 4L60-E transmission was a big leap forward in technology and requires the use of a PCM that handles both engine and transmission control. The 1994 1997 PCMs are desirable to the LT1 owner because they allow for custom transmission programming to adjust shift behavior. The OBD-II implementation in 1996 added a four-tooth crankshaft reluctor and crankshaft position (CKP) sensor within the engine timing cover for misfire detection.

The earliest electronically controlled multiport fuel injection for V-8 engines uses a PROM-based ECM and single coil with distributor ignition. The early TPI ECM (left) is shown with the cover removed to reveal the MEMCAL, which holds the PROM containing the engine calibration. The late TPI ECM (right) continued to use a MEMCAL, but relies on engine vacuum readings (through a MAP sensor) to calculate fuel delivery rather than measuring the amount of incoming air (through a MAF sensor).All TPI ECMs support only single coil and distributor ignition. All Corvette TPI engines use a large-cap distributor with coil on top (not shown).

The earliest electronically controlled multiport fuel injection for V-8 engines uses a PROM-based ECM and single coil with distributor ignition. The early TPI ECM (left) is shown with the cover removed to reveal the MEMCAL, which holds the PROM containing the engine calibration. The late TPI ECM (right) continued to use a MEMCAL, but relies on engine vacuum readings (through a MAP sensor) to calculate fuel delivery rather than measuring the amount of incoming air (through a MAF sensor).All TPI ECMs support only single coil and distributor ignition. All Corvette TPI engines use a large-cap distributor with coil on top (not shown).

Vortec PCMs

The Vortec 4.3L, 5.0L, 5.7L, and 7.4L engines received a significant ignition system update with the OBD-II implementation. The traditional HEI pickup was left behind and replaced with a CKP sensor that determined crankshaft position and was used for misfire detection. From within the timing cover, all Vortec 4.3L V-6 engines are fitted with a three-tooth crankshaft reluctor; all Vortec 5.0L, 5.7L, and 7.4L V-8 engines are fitted with a four- tooth crankshaft reluctor. Many of the PCMs used to control these Vortec engines offer support for 4L60-E and 4L80-E transmissions. Enthusiasts have been replacing these “black box” Vortec PCMs with the Gen III PCM for higher RPM capability and forced-induction support. (Read more about the Gen III PCM upgrade in Chapter 15, Project 5, on page 136).

In 1994 General Motors introduced a flash-based PCM in the Camaro, Firebird, and Corvette. This LT1 ECM is unique to the LT1 engines because it requires the high- and low-resolution signals from within the LT1 distributor. Although this early PCM is not fully OBD-II complaint, it has much in common with Gen III PCMs. GM trucks were fitted with an OBD-II compliant flash-based PCM in 1996 (not pictured). With no coil drivers, these early PCMs support only single coil and distributor ignition.

In 1994 General Motors introduced a flash-based PCM in the Camaro, Firebird, and Corvette. This LT1 ECM is unique to the LT1 engines because it requires the high- and low-resolution signals from within the LT1 distributor. Although this early PCM is not fully OBD-II complaint, it has much in common with Gen III PCMs. GM trucks were fitted with an OBD-II compliant flash-based PCM in 1996 (not pictured). With no coil drivers, these early PCMs support only single coil and distributor ignition.

Generation III Powertrain  Control Modules

Not unlike the preceding PCMs, the Gen III PCMs were used to control and monitor the engine, transmission, emissions equipment, electric fans, charging system, and air conditioning system. While several updates and improvements were made to the Gen III PCMs, the can be used almost interchangeably for modern V-8 engine conversions. The versatility of the Gen III PCM makes it an excellent candidate for use as a standalone controller for just about any GM V-8 conversion.

The Gen III PCMs were released in two different cases. The 1997–1998 PCMs (left) use the same wire harness connectors as other LS-series PCMs (right), but they are not pinned the same. The 1997- 1998 PCMs are scarce and generally not commonly used with LS conversions. All other LS-series PCMs are plentiful and widely supported among engine tuners.

The Gen III PCMs were released in two different cases. The 1997–1998 PCMs (left) use the same wire harness connectors as other LS-series PCMs (right), but they are not pinned the same. The 1997- 1998 PCMs are scarce and generally not commonly used with LS conversions. All other LS-series PCMs are plentiful and widely supported among engine tuners.

LSB

512-Kilobyte PCM

The first Gen III PCM was introduced with the newly designed Gen III LS1 V-8 engine. This PCM (GM# 16238212) was used with the 1997 Corvette and was configured for electronic, drive-by-wire, throttle control. In 1998 the Camaro and Firebird received the LS1 engine and Gen III PCM, but it was configured for traditional cable throttle control using a throttle position sensor (TPS) and idle air control (IAC) valve.

What made this PCM unique to the LS1 engine was the 24-pulse crankshaft signal input. The PCM monitors the 24-pulse crankshaft signal to determine when to fire ignition coils and injectors. Early small block and big-block Chevy engines do not produce this 24-pulse crankshaft signal. The wire harness for this PCM is the most unique among all Gen III–equipped vehicles. It shares the same wire harness connectors as all other, newer, 512-kb PCMs but it is pinned very differently.

You must look closely at the PCM service number located on the bottom of each PCM. While the 1999–2000 PCMs are interchangeable with the 2001–2002 versions, the 2003s incorporate a few important changes. The 1999–2002 PCMs (left) use connectors with blue and red retainers, while the 2003- newer PCMs (right) use connectors with blue and green retainers. The red and green retainers are keyed differently. Not all 2003-newer PCMs support an IAC valve, a limitation that does not allow for a cable throttle body.

You must look closely at the PCM service number located on the bottom of each PCM. While the 1999–2000 PCMs are interchangeable with the 2001–2002 versions, the 2003s incorporate a few important changes. The 1999–2002 PCMs (left) use connectors with blue and red retainers, while the 2003- newer PCMs (right) use connectors with blue and green retainers. The red and green retainers are keyed differently. Not all 2003-newer PCMs support an IAC valve, a limitation that does not allow for a cable throttle body.

Notice the difference at the rear corner of these two 2003 PCMs. The one on the left (GM# 12582605) is missing the chip that handles the IAC stepper motor. The one on the right (GM# 12576106) includes the chip that handles the IAC stepper motor. Pay close attention to GM service numbers to be sure you have a PCM that works with your throttle type.

Notice the difference at the rear corner of these two 2003 PCMs. The one on the left (GM# 12582605) is missing the chip that handles the IAC stepper motor. The one on the right (GM# 12576106) includes the chip that handles the IAC stepper motor. Pay close attention to GM service numbers to be sure you have a PCM that works with your throttle type.

In 1999, the GM# 16238212 PCM was replaced with the GM# 09354896 PCM. These PCMs are not interchangeable and the wire harness was pinned differently. Vehicles using these PCMs included the Corvette, Camaro, Firebird, and full-size trucks. The full-size trucks were available with the 4.8L, 5.3L, and 6.0L engines. The only GM calibrations used with these PCMs were for Gen III engines, which were all equipped with a 24x crank reluctor. The Corvette continued to use an electronic throttle body, the Camaro and Firebird used a cable throttle body, and the trucks were available with either a cable or an electronic throttle body. The electronic throttle systems required a throttle actuator control (TAC) module, a small black module that communicates with the PCM to control the throttle body and cruise control system. The electronic throttle body and TAC module was different between Corvette and trucks.

The final update to the 512-kb series of PCMs was the introduction of the GM# 12200411 PCM in 2001. With the exception of the 2003 Corvette, this PCM was used through 2002. This PCM is considered the most desirable because of its versatility. General Motors used this PCM with Gen III engines (Corvette, Camaro, Firebird, and trucks), Gen I small-block engines (5.0L and 5.7L Express Van), and Vortec 4.3L V-6 engines (S10 pickup, Blazer, and Express Van).

General Motors released these PCMs with calibrations that support V-8 one-coil-per-cylinder ignition (24x crank signal only), V-8 single coil and distributor ignition (4x crank signal only), and V-6 single coil and distributor ignition (3x crank signal only). While this PCM was used with both cable and electronic throttle systems, electronic throttle is not available for engines with single coil and distributor ignition systems because General Motors never released such a configuration.

  1-Megabyte PCM

General Motors released several different hardware numbers to identify the 1-mb Gen III PCMs, but any of them can be used with an engine equipped with a 24x crank signal. All 2003-newer Gen III PCMs (excluding the 2003 Corvette) were fitted with additional flash memory capacity. These 1-mb PCMs use the same harness connectors as the earlier 512-kb PCMs, but the color and key configuration of the removable retainers were changed. All 512-kb PCMs use one 80-cavity connector with two blue retainers and one 80-cavity connector with two red retainers. All 1-mb PCMs use one 80-cavity connector with two blue retainers and one 80-cavity connector with two green retainers. The 1-mb PCMs look the same as the 512-kb PCMs and operate in much the same way.

Notice this PCM (GM# 12582605) is missing the chip that controls the IAC motor. This PCM does not allow for use of a cable throttle body. Avoid this GM service number if you plan to use a cable throttle with your engine.

Notice this PCM (GM# 12582605) is missing the chip that controls the IAC motor. This PCM does not allow for use of a cable throttle body. Avoid this GM service number if you plan to use a cable throttle with your engine.

This PCM (GM# 12576106) has the IAC chip installed. This PCM can be used with either a cable or electronic throttle body. This PCM is commonly found in the 2004 GTO and Express Van.

This PCM (GM# 12576106) has the IAC chip installed. This PCM can be used with either a cable or electronic throttle body. This PCM is commonly found in the 2004 GTO and Express Van.

Most 2003-newer Gen III engines are equipped with electronic throttle. The few cable throttle exceptions are found in the Express Van and 2004 GTO. The Corvette continued to use the same TAC module through the Gen III engine run, but the trucks received a new TAC module that is not interchangeable with the early version. Although all Gen III TAC modules use the same two harness connectors, they are not interchangeable.

Take caution to identify a 1-mb PCM that is compatible with your throttle system. Some 1-mb PCMs are unable to control the IAC valve on a cable throttle body. A visual inspection of the PCMs circuit board reveals whether the PCM is capable of controlling the IAC. Some 1-mb PCMs are not fitted with a driver (a chip located at the far corner of the circuit board). Other 1-mb PCMs, such as GM# 12586243, were used with both cable throttle engines(2004 GTO) and electronic throttle engines (2004 Corvette).

  Moates 16-Bit Real-Time Emulation  PCM

Craig Moates, a prominent GM enthusiast, developed an add-on emulation board that fits within the 1999–2003 512-kb PCMs and 2003– 2007 1-mb PCMs. Rather than flash memory access through the serial data stream at the OBD-II diagnostic connector, the PCM’s flash memory is tied to the tuner’s laptop through a USB connection. This real-time tuning solution is compatible with EFILive and TunerCat OBD-II tuning software. The process of tuning an engine with this emulator is fantastic. Combined with EFILive, the tuner can watch engine parameters on a laptop PC and make instantaneous corrections to the calibration without a single hiccup from the engine.

EFILive has added a control panel to their software for toggling emulation, reading the calibration file from the PCM, applying calibration changes to the PCM, and rewriting the PCM’s entire calibration content.

The tuning process can be a breeze when you have realtime access to the PCM’s flash memory; it allows updates to the engine calibration while the engine is running. Craig Moates developed a flash memory add-on module that installs within the case of the 1999-newer Gen III PCM and allows real-time access to the PCM’s calibration through a USB connection to a laptop or PC. Both EFILive and C.A.T.S. OBD-II Tuner have made a provision in their software for use of this PCM. Although the PCM can be permanently installed in a vehicle, it is most often used as a tool to quickly dial in the proper PCM calibration and then flash the final work into another PCM.

The tuning process can be a breeze when you have realtime access to the PCM’s flash memory; it allows updates to the engine calibration while the engine is running. Craig Moates developed a flash memory add-on module that installs within the case of the 1999-newer Gen III PCM and allows real-time access to the PCM’s calibration through a USB connection to a laptop or PC. Both EFILive and C.A.T.S. OBD-II Tuner have made a provision in their software for use of this PCM. Although the PCM can be permanently installed in a vehicle, it is most often used as a tool to quickly dial in the proper PCM calibration and then flash the final work into another PCM.

EFILive allows access to the Moates Emulation PCM through its tuning software. The user can retrieve a stored calibration, flash in a new calibration, or set the PCM for emulation mode to make real-time updates while the engine is running. If the setting option is enabled, the PCM makes instant changes as the tuner updates values within the tables in the tuning software; the vehicle experiences changes in engine/transmission behavior as updates are being made.

EFILive allows access to the Moates Emulation PCM through its tuning software. The user can retrieve a stored calibration, flash in a new calibration, or set the PCM for emulation mode to make real-time updates while the engine is running. If the setting option is enabled, the PCM makes instant changes as the tuner updates values within the tables in the tuning software; the vehicle experiences changes in engine/transmission behavior as updates are being made.

Throttle Actuator Control Modules

All Gen III electronics require a TAC module when using an electronic, drive-by-wire, throttle system. The responsibility of the TAC module is to receive inputs from the accelerator pedal position (APP) sensor plus TPS and operating parameters from the PCM (through two serial data lines) to control the throttle body motor.

Perhaps most significant to enthusiasts, the TAC module is responsible for cruise control operation. With the elimination of a throttle cable, cruise control module, cruise control cable, and all associated wiring and vacuum hoses, the engine bay is free of the extra clutter without cruise control compromise. The TAC module simply receives 12V signals, the same as many early GM cruise control switches, to signal cruise control on/off, set/coast, and resume/accelerate driver requests.

All Gen III engines equipped with an electronic throttle body use a TAC module for throttle and cruise control operation. This is a TAC module from a 2004–2005 Cadillac CTS-V and its APP sensor assembly (accelerator pedal). All TAC modules have two wire harness connections: one dedicated to the APP sensor and the other for power, ground, PCM communications, cruise control, and throttle operation.

All Gen III engines equipped with an electronic throttle body use a TAC module for throttle and cruise control operation. This is a TAC module from a 2004–2005 Cadillac CTS-V and its APP sensor assembly (accelerator pedal). All TAC modules have two wire harness connections: one dedicated to the APP sensor and the other for power, ground, PCM communications, cruise control, and throttle operation.

No matter which TAC module you work with, it looks like one of these. The 1999–2002 GM truck TAC modules use the same black plastic housing (left) as all Corvette and LS6 Cadillac CTS-V TAC modules. The Corvette and LS6 Cadillac CTS-V share the same TAC module. In 2003 the trucks received an updated TAC module with an aluminium back plate (right). It is always best to keep matching electronic throttle components (TAC module, PCM, accelerator pedal, and TAC to pedal harness). A mismatch of electronic throttle components can cause a frustrating troubleshooting experience.

No matter which TAC module you work with, it looks like one of these. The 1999–2002 GM truck TAC modules use the same black plastic housing (left) as all Corvette and LS6 Cadillac CTS-V TAC modules. The Corvette and LS6 Cadillac CTS-V share the same TAC module. In 2003 the trucks received an updated TAC module with an aluminium back plate (right). It is always best to keep matching electronic throttle components (TAC module, PCM, accelerator pedal, and TAC to pedal harness). A mismatch of electronic throttle components can cause a frustrating troubleshooting experience.

With required brake and clutch switch signals, the PCM and TAC module know when to cancel cruise control operation. Compared to early, cable-driven, cruise control systems, the driver’s experience is noticeably improved. With no vacuum actuator and cable, the acceleration lag experienced with early cruise control systems is replaced with a smooth, modern feel.

General Motors did away with the external TAC module with the introduction of the Gen IV E40 ECM. All Gen IV systems use electronic throttle and are controlled by the ECM. With no provision within the Gen IV ECMs for an IAC motor and the requirement of two throttle position signals, cable throttle is no longer an option with Gen IV ECMs. With the exception of the E67 ECM (and supported calibration), cruise control is a function of the body control module (BCM) and requires the controller area network (CAN) communication with the ECM for cruise control operation.

With the exception of the 2004 GTO and 2003- 2006 van, all Gen III systems use a TAC module and electronic throttle body.

1997–2004 Corvette and 2004–2005 Cadillac CTS-V TAC

Electronic throttle was the only option with all C5 Corvettes; this meant the elimination of throttle and cruise control cables for a quick and responsive throttle and cruise control system. While there have been several hardware updates, all Corvette TAC modules are interchangeable. The last year for the Corvette to use a TAC module was 2004. In 2005, the C6 Corvette was released with a Gen IV E40 ECM that integrated the TAC within the ECM.

The 2004–2005 Cadillac CTS-V are fitted with the 2004 Corvette’s LS6 engine, PCM, and TAC module. The CTS-V has a different throttle pedal, but its APP sensor is a functional equivalent to the Corvette’s APP sensor.

Truck TAC for 512-kb PCMs

Electronic throttle was introduced with the 7.4L gasoline engine in the 1999 medium-duty GM trucks. Although these trucks share the same PCM as the 1997–1998 Corvette (which is also electronic throttle), the TAC module does not interchange. This first GM truck TAC module (GM# 19245410) was used with the 16238212 PCM.

The more common truck TAC module was introduced in 2000 (GM# 19245406). This TAC module was used through 2002 with Gen III engines equipped with electronic throttle. General Motors used this TAC module with two different PCMs: GM# 09354896 in 1999–2000 and GM# 12200411 in 2001–2002.

Truck TAC for 1-MB PCMs

With the 1-mb PCM came a new TAC module. The 2003–2007 truck TAC modules are identified easily as they have an aluminum back plate and plastic housing. While this TAC module accepts the same harness connectors, it is not interchangeable with the early truck TAC modules. However, it does use the same pedal assembly as the early drive-by-wire trucks. The early TAC-to-pedal harness uses nine wires (for three APP signals); the late TAC-to-pedal harness uses only six wires (for two APP signals).

The early truck throttle pedal assembly (GM# 15177923) is used with 2000–2005 trucks. An alternate pedal assembly (GM# 15264643) is used with 2004–2005 trucks. These pedal assemblies are quality pieces with a metal mount, metal arm, and traditional spring-loaded foot rest. The APP sensor contains three sensor signals that provide pedal position details to the TAC module (only two are used). The APP sensor is connected to the TAC module through a separate wire harness.

Reducing costs, General Motors began using a different throttle pedal (GM# 15107594) in the 2006–2007 trucks. Used with or without power adjust, this pedal assembly is plastic with a plastic arm and fixed foot rest. The APP sensor is built within the pedal assembly and contains only two sensors that provide pedal position details to the TAC module. The APP sensor is connected to the TAC module through a separate wire harness. There are other truck pedals used with a power adjust. Because of their large size and extra electronics involved, however, they are not well suited for conversions.

Written by Mike Noonan and Posted with Permission of CarTechBooks

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GM 5.3L DBW Cruise Control Help

  • Thread starter Krazytoy
  • Start date Sep 17, 2014

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Krazytoy

  • Sep 17, 2014

I have a 1986 Toyota Land Cruiser that the previous owner swapped in a 2004 DBW 5.3 and 4l60E mated to the stock Toyota transfer case. I am in the process of hooking up the CC and have read several threads that have directed me, this one in particular http://www.lt1swap.com/dbw.htm . The issue that I am having is the factory Toyota brake switch has to run to a relay to reverse its operation for the torque converter unlock. I hooked all the wires up last night and I taped into the hot wire from the brake pedal into the relay, now when I hit the brakes the brake lights stay on, the stock LC brake switch only has 2 wires that go into it, a hot wire in and the wire out that is energized when the brake pedal is applied. I have read that the cruise will not function unless the PCM sees resistance from the brake lights. Is there a way I can get power to the CHMSL with this set up?  

Dynosoar

Slightly Disturbed

Swap in a GM switch it is almost a direct swap. The hole for the shaft will need to be opened up just a bit. Dyno  

  • Thread starter
Dynosoar said: Swap in a GM switch it is almost a direct swap. The hole for the shaft will need to be opened up just a bit. Dyno Click to expand...

MarkN

the relay will work, that's what I did on my Land Cruiser 5.3 swap. GM makes a brake switch that has both a normally open and normally closed function. I used this on my 69 K10 5.3 swap. The GM switch is less complex and more than likely more reliable than using a relay. Can you post a sketch of what you have done?  

gm 5.3 cruise control module

The 4 prong GM switch is exactly what I used... Avail at the local auto parts store. I have yet to hook up cruise on the DBW... its is on the very short list, along with backup lights etc.  

I figured it out! Since I was pulling the pin 6 wire to the TAC from the relay it did not have any resistance, the pin 6 MUST have at least 6 Ohms of resistance (same as a 1157 bulb). I wired a 1157 bulb in line with the pin 6 wire and it works perfectly!  

Markn, that diagram will not work, I had it wired that way and it would make the break lights stay on permanently.  

  • Sep 18, 2014
Krazytoy said: Markn, that diagram will not work, I had it wired that way and it would make the break lights stay on permanently. Click to expand...
Krazytoy said: I figured it out! Since I was pulling the pin 6 wire to the TAC from the relay it did not have any resistance, the pin 6 MUST have at least 6 Ohms of resistance (same as a 1157 bulb). I wired a 1157 bulb in line with the pin 6 wire and it works perfectly! Click to expand...
MarkN said: The Tac pin 6 should have came off of the brake switch and not the relay.. Click to expand...

dbleon, Just have to ask, are you saying that if you swap out the toyota brake switch with the GM one you can eliminate the relay used by most during a 5.3(4L60E) swap? The wire that unlocks the TC when brake is applied? Thanks. Brian  

That is how mine is done. Might depend on harness. I run an uncut gm harness. I forget the exact wiring but it works...no relay.  

Krazytoy said: Again, I had it wired that way and when you applied the brakes the brake lights would stay on permanently. Main point is the TAC pin 6 has to see resistance for the cruise to work. Click to expand...
papagyo said: dbleon, Just have to ask, are you saying that if you swap out the toyota brake switch with the GM one you can eliminate the relay used by most during a 5.3(4L60E) swap? The wire that unlocks the TC when brake is applied? Thanks. Brian Click to expand...

Definetly agree that the switch is less complex, I ordered one today for about $20 to my door. The reason I was just trying to make it work is because the PO told me he "tried" to make it work but thought there may be an issue with the vss. Now that I know it works I'll clean it all up.  

FJ60Cam

  • Mar 1, 2015

This may be a dumb question, but how are you guys enlarging the factory brake switch hole to accept the GM switch? I don't see how to fit any tools in there without taking a lot of stuff apart.  

MANUCHAO

omnia mea mecum porto

Dremel tool..  

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Installing cruise control on w/t

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Ok Guys, dont rip me for not looking up threads about installing cruise control...I did and Im kinda confused by some of the replies I was reading...I find it hard to believe that it could be as easy as just buying a multifuntion turn signal switch with the cruise feature. I also read someone mention about the "fly by wire " thing too...to start off I checked my truck and for sure I have a throttle cable. So, I dont see where the "fly by wire" thing would apply in my case. I feel Im am going to need alot more than the multifunction turn signal lever...Any help would be appreciated..I have an 06 silv. w/t 4.3 for youre info..:think:  

black06

4.3 trucks (like mine) run the mechanical cruise motor under the hood unlike the V8 models. You need a turn signal stalk with cruise and a cruise motor from an 2000-up 4.3 blazer/s10. When you remove the column trim pieces you will find a rectangular 2 wire plug taped to the harness; this is where the cruise harness from the stalk will plug in. Underhood near the brake booster you will find a 12 pin? plug with a cap on it, and 4 studs on the firewall. That is where the controller will mount. I bought my cruise controller from these guys http://cgi.ebay.com/ebaymotors/CRUI...r_Truck_Parts_Accessories?hash=item335a59d36b , tell them you want one with the newer style cable "end". The dealer wants $400+ for the same part without the cable assembly. Quoted from my findings here: http://www.fullsizechevy.com/showth...cruise-control-to-03&highlight=cruise+control I have these parts numbers from GMPartsDirect: 25351423 - Cruise control module ALL APPS 12450067 - cruise control switch  

black06 said: 4.3 trucks (like mine) run the mechanical cruise motor under the hood unlike the V8 models. You need a turn signal stalk with cruise and a cruise motor from an 2000-up 4.3 blazer/s10. When you remove the column trim pieces you will find a rectangular 2 wire plug taped to the harness; this is where the cruise harness from the stalk will plug in. Underhood near the brake booster you will find a 12 pin? plug with a cap on it, and 4 studs on the firewall. That is where the controller will mount. I bought my cruise controller from these guys http://cgi.ebay.com/ebaymotors/CRUI...r_Truck_Parts_Accessories?hash=item335a59d36b , tell them you want one with the newer style cable "end". The dealer wants $400+ for the same part without the cable assembly. Quoted from my findings here: http://www.fullsizechevy.com/showth...cruise-control-to-03&highlight=cruise+control I have these parts numbers from GMPartsDirect: 25351423 - Cruise control module ALL APPS 12450067 - cruise control switch Click to expand...

thanks Denis,you just provided me with all the info I was missing thanks...where in miami are you from?? Im from there too..Rob  

i have my control box for sale if u want it....i took it out wen i did a major power upgrade. pm me if u want it  

ssinister, thanks ..But I read youre post just A little late...just picked one up off ebay in the same state i live in..thanks Again..  

how hard was it to install and how much did it cost? i have a v8 tho...i couldnt find a box on ebay and how much different is it than the v6? im from so. fl too btw.  

I have the v6 and just received and installed the cruise module on the fire wall and the plug was already there saying...plug me in!!! the studs are even there to screw the module in..I ordered the new multifunction switch yesterday and should have it tomorrow...according to what I read it "should" work...As far the v-8's I think they are different module as I remember reading not sure though...maybe someone else could chime in...  

module is the same for the V8/V6, I think that the cable might be different but don't quote me on that  

I just bought a 2010 WT without cruise, I have the 5.3 V8, is it easy to add the factory cruise or should I get an aftermarket one?  

08RCSB

PeaceKeeper said: I just bought a 2010 WT without cruise, I have the 5.3 V8, is it easy to add the factory cruise or should I get an aftermarket one? Click to expand...
08RCSB said: Factory cruise is impossible on that truck. Aftermarket is your only option. Click to expand...

theholycow

theholycow said: I'm curious: Why? PCM doesn't support it? Click to expand...

low

Hey guys i had a question About this as well...i just took the column shroud apart on my 07 wt rcsb, looking at the harness the only 2- pin connector i can see seems to have my tow haul switch wired into it...is there supposed to be another connector in there? Also the 12- pin connector next to the booster IS there... So im just gonna assume that its fused for it, it got dark and i didnt check the fuse box to see if was actually pinned for it...  

Andrew

low said: Hey guys i had a question About this as well...i just took the column shroud apart on my 07 wt rcsb, looking at the harness the only 2- pin connector i can see seems to have my tow haul switch wired into it...is there supposed to be another connector in there? Also the 12- pin connector next to the booster IS there... So im just gonna assume that its fused for it, it got dark and i didnt check the fuse box to see if was actually pinned for it... Click to expand...

Sorry.. My fault... 2007 classic w/t RCSB nbs  

low said: Sorry.. My fault... 2007 classic w/t RCSB nbs Click to expand...

ScottyBoy

From what I hear, the 03-07 classic trucks (NBS or GMT800) all came setup for cruise already if it has a v8 engine. From what I've read, all the V8's came with all the cruise control stuff already programmed into the computer, it's just that lower end trucks didn't come equipped with the switch to work it. All you have to do is add the factory switch, by replacing the turn signal lever with a lever that has a cruise control switch in it. Some trucks even already have a plug pre-wired in place, so it is literally plug and play. Some you have to hardwire the switch, but it's only 4 wires you have to splice in at the BCM. Here is a link to the switch that you need. http://www.thecruisecontrolstore.com/ez-catalog/X380183/0002/12450067 And here are the installation instructions on how to wire it up. http://www.thecruisecontrolstore.com/0306ckinst.pdf __________________  

Mines a v6 not a v8....i went to the dealer today and talked to a buddy and spent 2hours going thru parts catalogues and shit and nothing....then went to a shop here that specializes in aftermarkt shit like cruise, power windows and locks, sunroofs and r also a katzkin dealer....anyway i talked to a tech and he said that none of the v6's came with the plug prewired...so how would u wire a stock switch in a nbs v6 wt?  

03andy...Any help would be greatly appreciated  

Low, mines an 06 w/t v6 and who ever told you that it does not come with the plug on the steering column is lying ..it is there trust me...  

Man i looked and looked and looked and i cant find any plug.... Im used to having to hunt down hidden plugs too (im an installer at a hitch place, tow wiring, trailer and boat wiring, etc....) maybe u could post a pic as to exactly where urs is?  

Low, what year is youre truck? as soon as you take off the square plastic that surrounds the base of the steering wheel the plug is right there by the multi lever switch for the turn signal..you cannot miss it.....it is only a 2 wire plug.  

2007 manufactured late 2006, and the only 2 wire plug in that harness is the tow/haul button....ill get back under there wednesday and look again but im sure its not there  

then you must have the "newest" body style....because of the 06's that I know of have the plug there...  

low, are you sure you dont have a NNBS? because like, oohyea4 has said. If its a V6 03-07 Classic, Its there. Mines an '03 and he helped me with mine, and i just had to plug it in. After taking out my old turn signal lever, it was right there zip tied to another wire. Hardest part of this mod was waiting for the blazer module to get here.  

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shakenfake

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2006 Silverado 2500 Approximately 4 yrs ago, I upgraded lighting to LED. The only problem was fast blinking turn signals. About a month ago, the cruise control started shutting off whenever I hit a small bump in the road... so, I replaced the brake control module. (After-market module from O'Reilly Auto Parts.) At the same time, I upgrade the flasher module to eliminate the rapid turn signal flash... also after market module... and they flash properly. Everything operated properly... for about 1/2 hour. Then the cruise control again started shutting off. I removed the brake module and reinstalled. It worked OK for ~15 seconds and then dropped out. I am stumped...has any one else experienced a similar problem? Thank you in advance.  

RedSLEd

I'd suggest using genuine GM parts instead. These trucks just don't always play well with aftermarket sensors, etc.  

Thank you... and I was pondering that!!  

Did you verify it's not just the cruise switch that detects brake pedal movement? Perhaps the 'small bumps' are bouncing the brake pedal on the switch for cruise de-activate? New switch or adjustment to existing or loose connector or damage to wire.  

I replaced the OEM module/switch with an after market one. I also removed and reinstalled the aftermarket module... no improvement. Thank you for your response.  

02-Z71

I had the issue on my 2002. Research showed it to be an issue on some early trucks with no real rhyme or reason why it affects some but not others. The fix is to add a resistor at each bulb.  

Thank you for your response. I do have resistors on the stop/turn bulbs... but rapid flashing still occurred. I started having intermittent cruise control issues (shutting off). Research indicated replacement of the brake pedal brake switch... which I did... but no improvement. At the same time, I replaced the flasher unit. That allowed normal turn signal operation.  

BigBlue2014

Do you have a LED bulb in the 3rd brake light housing? If so, swap it out for a regular bulb and see if that helps.  

roorancher

I'm not sure when GM discontinued the practice, but I know that at least thru 94, but not as far as 09, (Vehicles I have.) GM had and used the resistance in incandescent bulbs in their cruise control circuitry. (There is a reason, @02-Z71 . You can look it up.....and it is somewhat dependent on the integrity of your electrical system.) Using LED Bulbs with built-in resistors and replacing your flashers with the "electronic LED type" with a ground wont fix the problem. You need a resistor for EACH 1157/3157 bulb on the brake light/turn signal "leg." Furthermore, the resistor must be in parallel at or near the socket. Yellow and Black on the Left Side, Green and Black on the right side. And, as had been said....Use only GM/Delco parts, and try sticking incandescent bulbs back in and see what happens.  

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PaleRider

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I’m not sure of the years but I’m pretty sure it was from mid 90’s to maybe ‘04 or 05. My question is about repairing the GM cruise control module for this year range. I know it was used in a number of vehicles such as suburbans pickups trailblazers etc. I was not able to find a new one so I went to a junkyard to get one for my ‘97 suburban. While there looking I found that several of these modules had the cover removed and some parts missing. Is there a fix for these things? I haven’t been able to find much in the way of finding a repair all I’ve found is replacement.  

Cowboytrukr

Thanks I will have to check that on my old one. The one I picked up from the junkyard seems to be working. I took the old one apart and found that number 1, those 4 screws will break incredibly easy when removing the cover. The second thing I found was the worm gear inside seems to be what people were robbing at the salvage yard. I'm a bit confused by all that trouble for a worm gear when the complete unit was 20 bucks though.  

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Kings of Russia

The Comprehensive Guide to Moscow Nightlife

  • Posted on April 14, 2018 July 26, 2018
  • by Kings of Russia
  • 8 minute read

gm 5.3 cruise control module

Moscow’s nightlife scene is thriving, and arguably one of the best the world has to offer – top-notch Russian women, coupled with a never-ending list of venues, Moscow has a little bit of something for everyone’s taste. Moscow nightlife is not for the faint of heart – and if you’re coming, you better be ready to go Friday and Saturday night into the early morning.

This comprehensive guide to Moscow nightlife will run you through the nuts and bolts of all you need to know about Moscow’s nightclubs and give you a solid blueprint to operate with during your time in Moscow.

What you need to know before hitting Moscow nightclubs

Prices in moscow nightlife.

Before you head out and start gaming all the sexy Moscow girls , we have to talk money first. Bring plenty because in Moscow you can never bring a big enough bankroll. Remember, you’re the man so making a fuzz of not paying a drink here or there will not go down well.

Luckily most Moscow clubs don’t do cover fees. Some electro clubs will charge 15-20$, depending on their lineup. There’s the odd club with a minimum spend of 20-30$, which you’ll drop on drinks easily. By and large, you can scope out the venues for free, which is a big plus.

Bottle service is a great deal in Moscow. At top-tier clubs, it starts at 1,000$. That’ll go a long way with premium vodka at 250$, especially if you have three or four guys chipping in. Not to mention that it’s a massive status boost for getting girls, especially at high-end clubs.

Without bottle service, you should estimate a budget of 100-150$ per night. That is if you drink a lot and hit the top clubs with the hottest girls. Scale down for less alcohol and more basic places.

Dress code & Face control

Door policy in Moscow is called “face control” and it’s always the guy behind the two gorillas that gives the green light if you’re in or out.

In Moscow nightlife there’s only one rule when it comes to dress codes:

You can never be underdressed.

People dress A LOT sharper than, say, in the US and that goes for both sexes. For high-end clubs, you definitely want to roll with a sharp blazer and a pocket square, not to mention dress shoes in tip-top condition. Those are the minimum requirements to level the playing field vis a vis with other sharply dressed guys that have a lot more money than you do. Unless you plan to hit explicit electro or underground clubs, which have their own dress code, you are always on the money with that style.

Getting in a Moscow club isn’t as hard as it seems: dress sharp, speak English at the door and look like you’re in the mood to spend all that money that you supposedly have (even if you don’t). That will open almost any door in Moscow’s nightlife for you.

Types of Moscow Nightclubs

In Moscow there are four types of clubs with the accompanying female clientele:

High-end clubs:

These are often crossovers between restaurants and clubs with lots of tables and very little space to dance. Heavy accent on bottle service most of the time but you can work the room from the bar as well. The hottest and most expensive girls in Moscow go there. Bring deep pockets and lots of self-confidence and you have a shot at swooping them.

Regular Mid-level clubs:

They probably resemble more what you’re used to in a nightclub: big dancefloors, stages and more space to roam around. Bottle service will make you stand out more but you can also do well without. You can find all types of girls but most will be in the 6-8 range. Your targets should always be the girls drinking and ideally in pairs. It’s impossible not to swoop if your game is at least half-decent.

Basic clubs/dive bars:

Usually spots with very cheap booze and lax face control. If you’re dressed too sharp and speak no Russian, you might attract the wrong type of attention so be vigilant. If you know the local scene you can swoop 6s and 7s almost at will. Usually students and girls from the suburbs.

Electro/underground clubs:

Home of the hipsters and creatives. Parties there don’t mean meeting girls and getting drunk but doing pills and spacing out to the music. Lots of attractive hipster girls if that is your niche. That is its own scene with a different dress code as well.

gm 5.3 cruise control module

What time to go out in Moscow

Moscow nightlife starts late. Don’t show up at bars and preparty spots before 11pm because you’ll feel fairly alone. Peak time is between 1am and 3am. That is also the time of Moscow nightlife’s biggest nuisance: concerts by artists you won’t know and who only distract your girls from drinking and being gamed. From 4am to 6am the regular clubs are emptying out but plenty of people, women included, still hit up one of the many afterparty clubs. Those last till well past 10am.

As far as days go: Fridays and Saturdays are peak days. Thursday is an OK day, all other days are fairly weak and you have to know the right venues.

The Ultimate Moscow Nightclub List

Short disclaimer: I didn’t add basic and electro clubs since you’re coming for the girls, not for the music. This list will give you more options than you’ll be able to handle on a weekend.

Preparty – start here at 11PM

Classic restaurant club with lots of tables and a smallish bar and dancefloor. Come here between 11pm and 12am when the concert is over and they start with the actual party. Even early in the night tons of sexy women here, who lean slightly older (25 and up).

The second floor of the Ugolek restaurant is an extra bar with dim lights and house music tunes. Very small and cozy with a slight hipster vibe but generally draws plenty of attractive women too. A bit slower vibe than Valenok.

Very cool, spread-out venue that has a modern library theme. Not always full with people but when it is, it’s brimming with top-tier women. Slow vibe here and better for grabbing contacts and moving on.

gm 5.3 cruise control module

High-end: err on the side of being too early rather than too late because of face control.

Secret Room

Probably the top venue at the moment in Moscow . Very small but wildly popular club, which is crammed with tables but always packed. They do parties on Thursdays and Sundays as well. This club has a hip-hop/high-end theme, meaning most girls are gold diggers, IG models, and tattooed hip hop chicks. Very unfavorable logistics because there is almost no room no move inside the club but the party vibe makes it worth it. Strict face control.

Close to Secret Room and with a much more favorable and spacious three-part layout. This place attracts very hot women but also lots of ball busters and fakes that will leave you blue-balled. Come early because after 4am it starts getting empty fast. Electronic music.

A slightly kitsch restaurant club that plays Russian pop and is full of gold diggers, semi-pros, and men from the Caucasus republics. Thursday is the strongest night but that dynamic might be changing since Secret Room opened its doors. You can swoop here but it will be a struggle.

gm 5.3 cruise control module

Mid-level: your sweet spot in terms of ease and attractiveness of girls for an average budget.

Started going downwards in 2018 due to lax face control and this might get even worse with the World Cup. In terms of layout one of the best Moscow nightclubs because it’s very big and bottle service gives you a good edge here. Still attracts lots of cute girls with loose morals but plenty of provincial girls (and guys) as well. Swooping is fairly easy here.

I haven’t been at this place in over a year, ever since it started becoming ground zero for drunken teenagers. Similar clientele to Icon but less chic, younger and drunker. Decent mainstream music that attracts plenty of tourists. Girls are easy here as well.

Sort of a Coyote Ugly (the real one in Moscow sucks) with party music and lots of drunken people licking each others’ faces. Very entertaining with the right amount of alcohol and very easy to pull in there. Don’t think about staying sober in here, you’ll hate it.

Artel Bessonitsa/Shakti Terrace

Electronic music club that is sort of a high-end place with an underground clientele and located between the teenager clubs Icon and Gipsy. Very good music but a bit all over the place with their vibe and their branding. You can swoop almost any type of girl here from high-heeled beauty to coked-up hipsters, provided they’re not too sober.

gm 5.3 cruise control module

Afterparty: if by 5AM  you haven’t pulled, it’s time to move here.

Best afterparty spot in terms of trying to get girls. Pretty much no one is sober in there and savage gorilla game goes a long way. Lots of very hot and slutty-looking girls but it can be hard to tell apart who is looking for dick and who is just on drugs but not interested. If by 9-10am you haven’t pulled, it is probably better to surrender.

The hipster alternative for afterparties, where even more drugs are in play. Plenty of attractive girls there but you have to know how to work this type of club. A nicer atmosphere and better music but if you’re desperate to pull, you’ll probably go to Miks.

Weekday jokers: if you’re on the hunt for some sexy Russian girls during the week, here are two tips to make your life easier.

Chesterfield

Ladies night on Wednesdays means this place gets pretty packed with smashed teenagers and 6s and 7s. Don’t pull out the three-piece suit in here because it’s a “simpler” crowd. Definitely your best shot on Wednesdays.

If you haven’t pulled at Chesterfield, you can throw a Hail Mary and hit up Garage’s Black Music Wednesdays. Fills up really late but there are some cute Black Music groupies in here. Very small club. Thursday through Saturday they do afterparties and you have an excellent shot and swooping girls that are probably high.

Shishas Sferum

This is pretty much your only shot on Mondays and Tuesdays because they offer free or almost free drinks for women. A fairly low-class club where you should watch your drinks. As always the case in Moscow, there will be cute girls here on any day of the week but it’s nowhere near as good as on the weekend.

gm 5.3 cruise control module

In a nutshell, that is all you need to know about where to meet Moscow girls in nightlife. There are tons of options, and it all depends on what best fits your style, based on the type of girls that you’re looking for.

Related Topics

  • moscow girls
  • moscow nightlife

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VIDEO

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  3. Adding Cruise Control to a 2002 to 2008 Chevy Trailblazer

COMMENTS

  1. Gen 3 Drive By Wire cruise control HOW TO

    This write up describes how to hook up a cruise control switch to a drive by wire (DBW) 5.3L engine. My harness is from a 2004 silverado. Other vehicles should be similar, but you'll want to verify your pin out numbering on the TAC module yourself. I used a turn signal with cruise control handle is from Digital Dakota "HND-3".

  2. Easy Cruise Control Install. Plug and Play 99-04 GMC Sierra & Chevy

    How to install Cruise in 99-04 GMT800 (Sierra & Silverado) if it doesn't come with it and I show that it does work as intended. You can pick up the module at...

  3. Cruise Control for GM LS Drive-by-Wire Engines

    Direct plug-in cruise control for GM LS drive-by-wire engines, the CRC Series plugs directly into your OEM LS throttle pedal for not only simple installation, but reliable operation and connectivity.Self-learning calibration makes this system a snap to use, with no DIP switches or charts to follow! The CRC-1000 obtains its information from the included diagnostic connector and throttle pedal ...

  4. PDF 5.3L Crate Engine Control System

    This control system is a stand alone, fully-integrated kit designed to run 5.3L Chevrolet Performance crate engines with 58x crankshaft reluctor wheels, 4x camshaft indexing, and electronic throttle control (ETC). Included in the kit are the engine control module (flashed with the appropriate calibration),

  5. Upgrading to Gen III LS-Series PCM: Cruise Control Guide

    PCM: In production vehicles, the PCM is used to output a 4,000-pulseper- mile VSS signal to the cruise control module. This is a common pulse count used with many early GM ECMs and VSS buffer boxes. An optional cruise engaged status signal is available for communication between the PCM and cruise control module.

  6. LS3 Engine Controller Kit

    The engine control module is the is the brain of your Gen III/IV LS- or Gen V LT-powered project vehicle and Chevrolet Performance is your source for controllers designed for easy, "plug-and-play" installation and, in most applications, no need for third-party tuning adjustments. ... LS3 430HP Connect & Cruise Crate Powertrain System W ...

  7. LS Swap adding OEM cruise control

    These can be found in alot of 70's and up GM cars and trucks. To run the factory cruise you need a 4000 pulse per mile signal. This comes straight out of the PCM, it's the signal to the speedo, radio ect. On a '99 to '02 truck, and F bodies it's the C2 connector (the red one) pin 50 dark green/white.

  8. PDF 19417417 Installation Instructions

    This control system is a stand alone, fully-integrated kit designed to run Chevrolet Performance Parts LS Series crate engines with 58x crankshaft reluctor wheels, 4x camshaft indexing, and electronic throttle control (ETC) - typically 2006 and newer. Included in the kit are the engine control module (flashed with the

  9. GMC Sierra 1500 Cruise Control Not Working

    Find the most common driver-reported problems that are to blame when a GMC Sierra 1500 Problems. Replace ABS Control Module to Prevent Pump From Running After Ignition is Turned Off. The anti-lock brake system (abs) pump may stay running after the ignition is... 3 Model Years Affected. 3 people reported this problem.

  10. GM LS-Series PCM/ECM: Comparing Gen III Controllers

    With the exception of the E67 ECM (and supported calibration), cruise control is a function of the body control module (BCM) and requires the controller area network (CAN) communication with the ECM for cruise control operation. With the exception of the 2004 GTO and 2003- 2006 van, all Gen III systems use a TAC module and electronic throttle body.

  11. GM 5.3L DBW Cruise Control Help

    Swap in a GM switch it is almost a direct swap. The hole for the shaft will need to be opened up just a bit. Dyno ' 82 V8J60 - TPI 350 with a 700R4 attached to a splitcase, Cable Locker FF rear end, 4" SUA (National Spring), Dune Beige 416 it used to be Copper Metalic, Has been south to Cabo San Lucas, BCS and North to Whithorse, Yukon.

  12. Installing cruise control on w/t

    25351423 - Cruise control module ALL APPS 12450067 - cruise control switch . Save Share. Like. K. Kurtis. ... A forum community dedicated to GMC and Chevy full size owners and enthusiasts. Come join the discussion about Silverados, Sierras, and other full size trucks performance, modifications, suspension, lift kits, tires, maintenance, and ...

  13. Cruise control issue

    02-Z71. 294 posts · Joined 2020. #6 · Nov 22, 2023. I had the issue on my 2002. Research showed it to be an issue on some early trucks with no real rhyme or reason why it affects some but not others. The fix is to add a resistor at each bulb. 2002 RCSB Z71 5.3, 3:73.

  14. Chevrolet Silverado: Why is Cruise Control Not Working?

    Step 3 - Check the cruise control on/off switch. This switch can be found on the steering wheel, although some switches can be found on the dashboard. If only one setting on your cruise control does not work, chances are high that the switch is the problem. Test the switch the same way the brake switch is tested.

  15. Cruise control module

    61 posts · Joined 2020. #1 · May 26, 2020. I'm not sure of the years but I'm pretty sure it was from mid 90's to maybe '04 or 05. My question is about repairing the GM cruise control module for this year range. I know it was used in a number of vehicles such as suburbans pickups trailblazers etc. I was not able to find a new one so I ...

  16. 2007-2013 Silverado/GMC Sierra cruise control fix

    ACDelco D1586H GM Original Equipment Brake Light Switch https://www.amazon.ca/dp/B000S2VZ6S/ref=cm_sw_r_cp_apa_dMQPBb2EMCBRW

  17. How to Use Adaptive Cruise Control

    On properly equipped 2024 model year vehicles, you can set an Adaptive Cruise Control speed while you're stopped (the system must be on, you must apply the brake pedal and your vehicle must be in a forward gear). 1. Press the Set button while your foot is on the brake to turn on the feature. 2. You can change the set speed, still with your ...

  18. P1553 GMC Code Meaning, Causes, Symptoms, & Tech Notes

    Cruise control is a speed control system that maintains the desired vehicle speed under normal driving conditions at speeds above 40 km/h (25 mph). Steep grades may cause variations in the selected vehicle speeds. The Diagnostic Trouble Code (DTC) will be set when there is a Distance Sensing Cruise Control Communication Malfunction. P1553 GMC ...

  19. ABS Control Module Rebuilds

    ABS Control Module Rebuilds ... ATE MK60E Audi Dodge Chevrolet Chrysler Ford GMC Jeep Mercedes Pontiac Porsche Saturn Suzuki ABS Rebuild. Regular price $250 Click to Learn More. Bosch 5.7 Acura Audi BMW Dodge Jaguar Porsche Volkswagen ABS Rebuild. Regular price $300 Click to Learn More ...

  20. PCM Repair Services from Module Experts

    At Module Experts, we lead the industry in finding new and innovative ways to repair and remanufacture Powertrain Control Modules. Our highest goal is to go above and beyond for each customer by providing the fastest turnaround time in the industry with exceptional customer service. Our inventory of PCMs includes everything from the most common ...

  21. The Comprehensive Guide to Moscow Nightlife

    Dress code & Face control. Door policy in Moscow is called "face control" and it's always the guy behind the two gorillas that gives the green light if you're in or out. In Moscow nightlife there's only one rule when it comes to dress codes: You can never be underdressed. People dress A LOT sharper than, say, in the US and that goes ...

  22. Boat tours and river cruises through Moscow: where to take them

    On this map you can see the details of the longest and most classic of the Flotilla Radisson boat tours: 2. Companies that do boat tours on the Moskva River. There are many companies that do cruises on the Moskva River, but the 4 main ones are: Capital River Boat Tour Company (CCK) Mosflot. Flotilla Radisson.