I have a project that will utilize an Ecotech LSJ motor. It is a 2005 model and when I purchased it, it had 391 actual miles on it. Young driver "0" curve "1". This motor was undamage while the rest of the car was totaled. I was able to purchase the engine with all of the accessories, ECM, and all cables for around $3800. The goal of my project is to use this engine in an airplane I am building. There is a whole number of wires I can dispense with and any mention of the PCM, no transmission. The first thing I did is to change the front pulley from the supercharger and go to a smaller diameter pulley so I will get more boost at lower RPM range. This motor will not see RPMs above 5000. With a prop speed reduction unit, This will keep prop speeds below 2500 rpms.

What I am looking for is the pinouts for the associated cables (J1, J2, J3) with the ECM. I am hoping for function and color code. Can anyone help?

Thank you
Blaine

 

Here ya go
05 PCM C1.pdf
05 PCM C2.pdf
05 PCM C3.pdf

 

Thank you very much. I have been documenting my project on Homebuiltairplanes.com. Go to the home page. Scroll down to Chevy and click on that link. Then select the second page and click on auto engine to aircraft. There I have explained why I chose this engine with pictures. Certain health issues slowed me down but I am healthy and should pick up the pace. Again the quick response and links were greatly appreciated.

Blaine

 

No problem, if you need any other schematics lemme know. Ive always been interested in using a car engine for a plane but figured the power to weight ratio would be too low for it to fly reliably.

 

A certified aircraft engine equivalent to my combination is about the same. Firewall forward is right around 425 lbs. The engine itself with supercharger is 314 lbs. The certified engine is 360 cu. in. while the LSJ is 120 cu. in. When finished I'll have a total of about 20K While the certified engine is 31K by itself new. Also, I couldn't bring myself to build a new airplane and install something designed in the 1930's with 3 bolt mains and hasn't changed. The certified is air cooled and uses fuel to make cooling adjustments while the LSJ is water cooled. This is difference of between 9-12 gallons per hour and 4-6 gallons per hour. The certified has 210 hp and the LSJ will have approximately 230 hp with the smaller diameter blower pulley. The math says that I should be able cruise at around 230 mph. As far as dependability, the certified needs an time between overhaul(TBO) at approximately 1200 hours. The LSJ will be far north of 2000 hours. I don't ever see needing to remove the engine during the lifetime of the airframe.

 

Wow, learned something new. How are you going to do the sump for the lsj. I know ive seen how some aircraft engines have multiple pickups with check valves to ensure constant oil supply.

 

Well this is not a stunt plane so there is no need to have something like a dry sump, etc. If you are doing a barrel roll centrifugal force will keep the oil in the pan. A certified has a similar system. Westers Garage in Canada is going to modify the ECM for this application. They have the most experience with modifying for boats or aircraft wanting to use a GM products. V6's and LS1's have been successfully used in aircraft for some time. The Ecotec line provides a number options that will workout well for a number of experimental kit aircraft. The base engine in crate form starts about $1800. I mentioned that the drag racing LSJ versions have produced upwards of 1200 hp. That is a lot from 120 cu. in. One of the responses I received stated "I was talking about reliable hp". I informed that individual in drag racing parlance "Reliable is from the start line to blowing up at finish line to win the race". I was in drag racing for fifteen years. My other project is my daily driver. It is a '97 Mitsubishi Mirage 1.8L coupe. It is almost complete. It's going from 114 hp stock to 400 hp thanks to internal mods, fuel system and air flow and a .50 turbo. I am going to leave it ugly.

These are probably my last builds as I am getting up in years (74). I am going to have fun with both projects. Any questions or help I can provide in return please get in touch with me.

Blaine

 

Looks like I need to get back to researching, I didn't know v6's and ls's were being used. If you can post progress on the site. I know there would be a few people interesting in seeing the project.

 

I posted earlier that you can read and see pictures on my blog at homebuiltairplanes.com. Scan down to Chevy and click on that. On the top right there is a page selections. Select 2. Look for Auto to Aircraft. Click on that. There I laid out the whole process of why I made the selection I did. How I am getting started, etc. There are pictures and I explain why I got side tracked from my project. Anyway I am back back at it. There will be posts about how I am building an adapter plate for attaching the prop speed reduction unit as well as how that plate is also the attach point for the motor mount. I also have to fabricate that motor mount from 4130 1" chromemoly .090 wall tubing. I will be going into detail about the ECM changes as well as the appropriate cable changes. This will also document the entire cooling system. There is a lot. But this is why I am doing this build, I trust me. My last race was a super gas '70 Baracuda that ran in the 9.50's at 150 plus. I thought if I can build a race car, I can build an airplane. I was an engineer for 25 years then I was a golf pro for 22 years.

Blaine