Tomcat, I use EFI Live now (as recommended by Apples) and it seems to do all I need . A question on Kinjflow I'm finding that if I increase this value the car runs richer not leaner as I thought it would. I found the value you calculated for a 350 too lean so I reduced the value and it was even leaner. Bumped it up to about .15 and it seems about there! Maybe kinjflow isnt injector size but some other flow value. Yes, kinjflow is engine size/injector size so increasing this value will increase fuel flow. I'm thinking it was just injector size in which case you would reduce the value to increase fueling. I'm looking at a 7730 bin to see what things are different to the $5d code and copying some things across as I'm guessing 7730 may be better suited. Simon

You must pay for advertising.

Got a question regarding the operation of the coolant fans. My 88 Camaro has 2 fans and before I changed to 808 the drivers side fan came on at the temperature set in the ECU and I think when the aircon was on. The passenger side fan came on with the switch in the cylinder head.
Anyway to put it simply both fans always seemed to come on together when the engine got hot. (even with aircon off)
Now only the passenger side fan comes on and different fan on temp values in the BIN make no difference so I think this proves it is being controlled by that switch in the cylinder head and that the ECU is not controlling either fan.
The drivers side fan is now only coming on when the aircon is switched on.
I'm hopeing that now summer is comeing that 1 fan will be OK.

Is this how the fans are controlled with 808 code ?

Thanks

Simon

Some additional information.

I friend of mine just did this conversion on his 1986 IROC Camaro. He has a supercharged 350 TPI instead of the stock 305 TPI.
Up until a few weeks ago he was still using the stock 1227165 ECM with different chip for the 350. Then the MAF broke on him. Instead of buying a new MAF he decided to try to run the 1227165 with MAP-sensor using the 1227808 code.

He used my stock 1-bar MAP to verify the conversion and it worked just fine.

And now to the BIG news ... He bought a 2-bar MAP sensor and installed that instead. After compressing the VE and spark tables by moving the 'old' kpa columns onto the correct locations for the new kpa scale the car ran great again.

He can now tune fuel and spark for both both vacuum and boost using a 2-bar MAP sensor, the stock 1227165 ECM and a chip with the 1227808 code.

No error codes.

Nice idea. Glad to hear it works OK.
If you are using a 2bar MAP it must give a 5v output at 14 psi (1 bar) boost which will correspond with a MAP value in the VE and timming tables of 100. So the original values for a NA car would have to be moved down near to a map value of 50 and then you must have added your own values beyond this point reducing the advance and adding more fuel as the inlet manifold goes above atmospheric pressure.
One problem may be that you may not have enouugh mapping points on the timming and ve tables although you could use conservative values to allow for less definition. Hope this makes sense. ie ideally the tables need to be twice as big the first half for when the engine is below atmosphericpressure and the other half when above.
It sure is nice to get rid of that expensive MAF sensor for a cheap more reliable MAP sensor

simon

I downloaded the latest version of Winaldl the other day and the problem of it not showing BLM and INT values is apparently fixed when using 808 code. Not tried it yet though.
If you want to enable knock in Tomcats bin you need to change the enable temperature to -5 degC ,Min rpm to enable to about 1000 rpm, maximum retard to 5 deg should be enough.
In the 'arrays' section of winbin alter the ESC attack values to 8,8,5,4 and ESC recover to 31,31,31,22 these are raw values not calculated ones. I found the original attack values far too high causing too much retard. the above values were taken from an ARAP bin

simon

Simon, I just made a new release of WinALDL. Ver 1.09d. BLM should be working now.

And yes, the 'old' 100kpa values are moved tothe middle of the table. The table will have less resolution, but you will be able to tune boost.

If you did want more 'definition' you may be able to use 2 bin files the first for NA and the other for boost conditions. Similar to how I use bins for running on propane and petrol but using a pressure switch to change bins automatically.

simon

You break a lot of stuff by changing the resolution like that. There is a lot of loops and functions that TC and winbin know nothing about, that rely on map voltage..

--Joe

As long as there is no knock and the engine isnt running weak you should be ok. Thats all that kills engines right?

Simon

All I am saying is that HIS supercharged 350 TPI runs better with a 2-bar MAP than it ever did with the MAF. It is not lean and he is not gettign any engine knock. It ran great with MAF too, but not quite as good.

He is tuning it using a WB lambda and EGT.

If you don't know what you are doing you kan break ANY engine using ANY type of engine control, even with carbs ...

swappin to MAP usin the 808 code in the 165 ECM sounds great, but is it possible to use a stock prom or a hyperjunk until i can get a good baseline PROM burnt? it would take me a few weeks to get one burnt and i dont have any prom burning ****.

You have to use the 808 eprom when you install the MAP. You can not mix.

wishful thinkin i guess, anyone have a LB9 5spd 808 Prom?

I know this topic is old and I think no one may be using this conversion anymore in the F-Bodies but I'm using it and works great.
I just have to point out that for some reason all the references of .1330 for injector base constant for a 350 seem to be wrong as more fuel is added if the constant value goes up and not down. After using an LM-1 wide band A/F meter I had to adjust mine all the way to around .15, like Simon did, for the car to be in the ball park. So if you are doing this then for this constant a lower value means less fuel (=lean). I was running an A/F of 25 with the constant around .130. Good luck