Quote: Originally posted by Z69 Pasted from above for clarity. 730 ECM -------749 ECM A8------------->A9 (ALDL data - Not needed to move though) C1------------->B12 (VSS output for cruise - Not needed) C11------------>C12 (Injectors 1,3,5,7) C12------------>C11 (Injectors 2,4,6,8) D6-------------->C13 (Injector ground) E3-------------->E4 (IAC coil A high) E4-------------->E3 (IAC coil A low) E5-------------->E6 (IAC coil B high) E6-------------->E5 (IAC coil B low) F1-------------->F4 (shift light) for manual trans F2-------------->disconnect (AIR pump solenoid) F6-------------->F4 (TCC) for automatic trans I was reviewing the 7730/7749 schematics on ~Ludis. From what I can tell when running $58 on a 7730- A8-doesn't matter, same signal on both pins C1- I suspect this is more CC specific. C1 & B12 come from the same chip. Might need to experiment. C11 & 12- doesn't matter on 7730 D6- C13 is a 7749 specific pin?, INJB GND. IAC- when the people who've done it can't agree??? F1- This is the A/C control relay in a SyTy. F2- This is WG control in a Sy Ty So disconnect it or hook it to your WG sol. F6- Not used on a SyTy, so move to F4 if running a TCC So it appears only 3 pins, F1,F2,F6 need to be moved. And maybe only F2 if you're lucky. A lot easier than I thought. Am I missing something? edit: what about E9? EGR in 7730 and EVRV? wtf in 58. E8 is Fan in 8D and CAC pump in 58. Iac needs to be re-wired. $8d does batch fire, but I can't remember if $58 does or not. Bruce would be the one to ask, so to be on the safe side, change the inj pins. -- Joe

Would grounding C13 AND D6 be bad ??

F1/F4 Seems to me changing the bits in the code on the A/C and TCC or shift light would be an easy change (search and replace) instead of moving the pin.

F2, use it you have WG like you said, otherwise natta.

$58 doesn't use EGR from what I know of it so nothing stopping you there.

E8 Fan is left, (bit address change again?)
What is CAC pump ?

Wow Z69'
I must say this isn't looking that difficult to really do (as it once seemed anyway) I hope there isn't somthing in the hardware your missing. It sure looks possible or at the very least, alot less pins to move.

Edit: Great, more digging. I thought I was gonna sleep tonight

Another thought...
Could the sense line ground change be for larger PW injector sensing when running boost on a V6 ?
Possibly to avoid overheating of the sense circuit during long periods of large PW.
Possibly stated incorrectly but you get the point.
Seems logical (to me anyway)

Not sure, but the the diagram is for a 7749 and a 7730.
I need to look again at my spare 730 ecm. But I'd swear u15 is missing which is an injector driver. I'll look again. I've seen C13 and c15 jumpered togethor in one of my harnesses too. Not sure what ecm it came from. either a 730 or 749 I'm pretty sure.

As far as changing the code for f1 etc. f4 & f6 are on different chips. Hence they use different lengths of code to access.
Not insurmountable. Just not near as easy. The outputs are no where near as straight forward as the inputs. You have a pw register for some and a bit(s) for others. I haven't traced far enough to see if you need a bit(s) too for a PWM pin.

I suspect EVRV is CCP in a 58 car and CAC is Charge Air Cooler I believe. I haven't traced the fan code in the $60 yet. I think it's off or gone. Just to confuse things, I have to go verify in the less commented $58 code also.

I think a 730 and a single P&H injector was on a 4 cyl too.
Need to trace the pw code in the $58. I'd think it would need to go to 2 registers for non batch fire. This will tell if the code cares which pins the injectors are on.

Yes you are correct. I missed that the PWM will need to be reassigned not just the bit that enables the output.

Having discovered this FAQ today, whilst trying to learn about Turbo Sunbird code, I have read it with interest.

I'm not entirely sure I should be posting my question here; please forgive me if I'm not supposed to.

The 1st question is: What is required to make Turbo Sunbird / Sy/Ty code run on a 1227727-like ECM (mine is actually a version of the 1227727 with SRAM)?

If it helps, a bit of background:

I'm currently using ANHT/$8D to run the ignition on my GM 2.0XE NA 4cyl engine. I want to convert from carbs to EFi and I just don't understand all the ANHT fuel arrays. I have been advised to use Turbo Sunbird code as it is 4cyl and better hacked. As I'm in the UK, getting hold of new hardware is not easy, so I'd like to stick with my 1227727 ECM and 1-bar? (reads up to 100kPa) MAP sensor. I don't have EGR or IAC wired up, so do I just have to connect my injectors to a different pin from the 1227727 wiring diagram?

The 2nd question is: Which version of the $58? code should I use?

I was wondering the same thing. I found the wiring schematics on the Sunbird Turbo and I notice that the IAC is wired exactly the same as the 730 but everyone is listing the 749 Injectors saying swap C11 & C12. I found 1 bank of injectors not firing. I put them in C10 & C11 and the engine ran fine. I had someone telling me that is the difference between saturated Injectors and I couldn't find the difference.

If using the $58 code in the 730 ECM:
1) do not rewire the stock 730 ECM IAC pins
2) if using saturated injectors, do not rewire the stock 730 ECM injector wires
3) you can't use 8 low impendance injectors with the 730 ECM with any code

If using the $58 code in the 749 ECM:
1) do not rewire the stock 730 ECM IAC pins
2) if using saturated injectors, do not rewire the stock 730 ECM injector wires
3) you can use 8 low impendance injectors with the 749 ECM with any code
but it needs a wiring change (wire it like the turbo Sunbird). It also requires two resisors to be changed/added.

The pin list that was posted is incorrect. The confusion is due to the 749 ECM hardware and not the code itself. The ECM & injectors determine which injector wiring is to be used. The IAC wiring is a myth and always has been. The IAC will work wired either way, so it is best to leave it alone and not re-pin it.

EDIT: what ECM and type of injectors are you using? That will determine the injector wiring. The difference between the Sunbird and Syclone injector wiring is the jumper wires that the Sunbird uses and the missing injector ground wires that go to the ECM.

EDIT AGAIN: If you are using C10 with a 730 ECM and the engine ran fine then someone wired the injector bank wires together (blue & green are connected somewhere). If you are using the the 749 ECM and high-Z injectors then it is the correct wiring if the jumper wires are not installed and you the injector ECM grounds are connected (that is, it is wired like the stock 730 ECM).

FWIW I'm now running $58 code on my 727 to control the ignition for my 2L I4 NA engine, but plan to go EFi very soon.

Everything that I had previously wired up for $8D worked (TPS, CTS, MAP, ALDL, HEI, power). When I decided to connect up an upshift light, there was a difference.

I compiled a cross-reference, using several sources of information (corvette manual, chevythunder.com, ludis\quadplugecm, and this thread) on 727, 730, and 749 pin functions. By tracing the upshift light pin from 727 running $8D (A12) to 730 running $8D (F1) to 749 running $58 (F4) and back to 727 running $58 (A19) I discovered that A19 was the correct pin to use when running $58 code on a 727.

My cross reference includes the injector pins. Using the same method, I have:

func-\-hardware----------------------727-----730---749---727
-----\-code--------------------------$8D-----$8D---$58---$58

ground side of injectors 'A' 1,3,5,7-----D9&D3?-C11---C12---D3&D9
ground for injectors 'A' 1,3,5,7---------D10-----D6----C13---D1
ground side of injectors 'B' 2,4,6,8-----D3orD14-C12---C11---D3&D9
ground for injectors 'B' 2,4,6,8---------D4orD1--?-----?------?

There seems to be a difference of opinion between chevythunder.com and ludis\quadplugecm on the 'B' injector pins.

But it's looking like the 'A' and 'B' lines might be internally connected. I guess a resistance check should prove this...

I only want to connect up 4 high impedance injectors. Could SKS please confirm that, to use these injectors, I don't need to connect any jumpers, I just wire them in parallel across 727 'A' pins D9 and D10?

Thanks.

A resistance check on my 727 indicates that pins D3&D9 are connected and pins D4&D10 are connected.

Also, from looking at the $8D and $58 code, it _looks_ like memory location $3FD0 is a PWM output which is used to turn on (all) the injectors in both codes. Can anyone confirm? If this is the case then, unless I'm missing something, I would expect the $58 code to use exactly the same injector pins (i.e. both for each bank) as $8D does on 727 hardware.

Anybody?

I had made good progress and could actually drive around. I don't have a WB02 as of yet but am planning getting on in the near future. Currently while hooked up to MT-2500 scan tool and with car started NB02 is reading really rich at IDLE.. If you let car run for around 4 minutes at idle check engine light will light telling you car is rich. If you step on gas for a minute or 2 the light will go out.

I was told by a good friend since we can't get datamaster to datalog to check the O2 voltage.. Should this be around 900 - 1000 mv ?

if you do decide to hit the throttle while in drive no matter what speed you are at, Lightly it works good. If you nail it trying to kick all the ponies in the butt to really go, You hear the car stumble and what appear to sounds like a back fire.

I was told that AE doesn't matter if you want to add fuel during acceleration. Go ahead and add fuel in PE and you will be ok. I know I have to get the idel straightened out 1st. Then I will do either AE or PE next. Then worry about fuel for boost pressure.

Where in $58 can I check my baseline spark 8 BTDC?

I already know that the TPIS likes fuel. In AE or PE should I lower the numbers to add fuel or lower to subract fuel?

Thanks for the help