HaulnA$$

I don't have BHDC but I have BHDF and it is definetly a 454 4L80E .bin. I'll trade you a copy of BHDF for a copy of BHDC if ya want.

ben73

Here they:

http://www.freewebs.com/ben73/BHDC.BIN

http://www.freewebs.com/ben73/BHDF.BIN

HaulnA$$

Thanks Ben! It looks like BHDC is a '94 454 manual tranny .bin and BHDF is a '94 454 4L80E .bin.

dimented24x7

iTrader: (2)

I finally got some time to sit down some more with the test bench. I found the locations in the PCM for the TIS inputs F2 and F3 (0x3027 for the pulse accumulator, 0x3010/11 for the counter). They do require a sinusoidal input to trigger. For this one the pulse accumulator only goes to 255 rather then 65535 like the TOS input. The freerunning counter is faster, though. It runs at 131 kHz rather then 65 kHz like the TOS input, so it has a higher resolution. Either way, this should be able to easily replace the TOS input for reading in the transmission output shaft speed. Just have to tap ahead of the buffer box as the TIS wont trigger with a standard 0/5V signal.

dimented24x7

iTrader: (2)

What else is interesting is that there is still one more of this type of input in the code thats still an unkown on the connector side. It appears that there are a total of three PA/Free running counter pairs available as inputs, but the actual pins for the inputs are only known for two.

dimented24x7

iTrader: (2)

Lastly, does anyone know what needs to be done to the memcal to enable batch fire mode for the V8 apps? To keep things interesting Im going to throw MPFI into the mix while still maintaining the provisions for TBI.

w/t1500

Find on the net but do'nt remember where.

Sylvain

dimented24x7

iTrader: (2)

Can anyone verify that the above is correct?

slowolej

I've seen the above info in a forum post. Thought it was here on thirdgen... Also found a post talking about "shorting" a specific pin. Wait just a minute while I hit up the Goog...
Yep, those notes above were supplied by Grumpy who found 'em "elsewhere."
https://www.thirdgen.org/forums/diy-...-pfi-mode.html

Seem to remember someone on a truck forum posting the original notes. Also found code for using EGR? output to control a 'lectric fan. Memory's fading with age.

Member from here, "Haulina$$," posted on fullsize forum that he'd done the TBI to PFI switch...

Seems like folks should know this, so maybe I misunderstood the question?

junkcltr

iTrader: (1)

Last Fall I verified shorting the fuel mode pin makes the injector LEDs on the bench go from alternating (stock PROM) to simultaneous double fire batch. I have yet to test it in the car.....the 4L80E is still sitting on the garage floor.

EDIT: On my next batch of PROM adapter boards (ECM to 90* PROM with FLASH chip) I am going to pull out that trace/wire to a via/hole so that I can install a jumper wire to ground or leave it as stock. I do that also with the chip address pins so that I can run different sized chips in the same adapter board.

HaulnA$$

PFI batch fire works. Been running it for over a year. Working on doing V-6 PFI now on my S-10 daily driver.

I built some piggyback adapters PCB's with the mode select broken out when I did the conversion. I even designed a switching one but never had it built. Express PCB is nice when you just want a small quantity. Someday, when I get around to it, I'm gonna break out the whole NETRES so I can actually make limp home mode work on V-8 and V-6 PFI applications. HTH

junkcltr

iTrader: (1)

Gotta love Express PCB for the 3 board $60 deal. I have a few V6 NetRes packs that I cracked open and never got around to ohming out. Someday I will mess with them when I can't get V8 MEMCALs anymore. The great thing is that the V8 MEMCALs for the 427 ECM aren't as hard to find used as the V8 730 MEMCALs. I hear GM wants over $100 for a 730 MEMCAL, but I haven't looked in to that being true.

dimented24x7

iTrader: (2)

Whats required hardware wise to enable PFI bank fire mode? There have been some odd, low speed, high MAP issues with TBI and cams with overlap. I was thinking of using PFI mode along with the associated interrupts in the PCM for the injector firings to actually control each TBI injector in the code so I can adjust the timing of each firing.

dimented24x7

iTrader: (2)

I took a quick look at the injector firing stuff. The memcal mod is actually extranious. The PCM checks a hardware flag in the software that handles the injector firings to determine if it needs to initiate the interrupts for each injector or just return from the main DRP interrupt. This flag appears to be controlled by how the memcal is wired. With some code mods alone, the injectors can be fired for any ammount of time or for any # of DRPs.

junkcltr

iTrader: (1)

Interesting. I don't see how that could work though because the squirt rate is faster than the ECM could handle. I thought the code would load the reg. at a DRP rate and let the hardware output the reg. (PW) value at the rate set by the MEMCAL.

I guess I am thinking it is like the 730 ECM. In the 730, the MEMCAL sets the inject rate. The code is normally setup for double fire. When the BPWs get low enough, the code sets the BPW to zero for one of the squirts (every 4th DRP) at LOW RPM (long time between DRPs). At a faster RPM, it can't handle the inject rate and do single fire.

I will have to think about a bit, but I don't see how the 427 ECM could control the injection rate using 730 like chips & microcontroller. The code induced fuel rate is also a problem seen with AE at high RPM. AE is supposed to be done async.....as in NOW, but at high RPM it is too late and sync does a better job for AE. That is why I try to run mostly sync AE instead of async AE. The hardware does a better job doing the fuel injection rate than the code can.

dimented24x7

iTrader: (2)

I think its a whole nother beast entirely. In TBI mode, the hardware controlles the injectors automatically. Write the pulsewidth, and thats it.

In MPFI/PFI mode, the Timer Output Control lines 4 (injector #2) and 5 (injector #1) seem to control the injector firings from the DRP interrupt routine. From the software end, when the line goes high, the driver activates. Low deactivates the driver. Once the interrupt init. routine is lauched, the process of firing the injector begins. Through interrupts the computer determines how long a delay is needed until the firing, and how long to fire the injector for. Ive actually re-written the code to fire the injectors in alt. TBI style firings entirely within the computer itself, paring all the sync AE and any other useless junk out of the interrupt routines to keep it lean and mean.

dimented24x7

iTrader: (2)

As far as the memcal goes, changes to the memcal appear to alter the rate that a hardware flag is set/cleared. The code does a quick check and sees if the flag has changed state. If the flag changes state, the code continues setting up for the injector interrupts. If no change in state, it just returns from the DRP interrupt.

junkcltr

iTrader: (1)

Man, you beat me to it. After reading what the 427 ECM had to offer I bought them with the thought that I can do alternate bank fire with 55 #/hr P&H V8 port injection and switch to double fire batch as the RPM increase. This should give a nice idle and enough fuel at WOT. I have a lot of reading to do on the $0D/$0E, but it is great to see someone else playing with the fuel modes.

junkcltr

iTrader: (1)

Your posts about the fueling modes got me thinking so I had to set down the MIG gun tonight and take a look at the $0D. I see what you mean by the DRP interrupt taking a look at TIC3 changes and setting up TOC4 and TOC5 to control the injector drivers.

I like this setup much better than the 730 AUJP code. The AUJP is more simple due to one injector driver in the ECM. There are a lot of possiblilties with the 427 ECM. Idle and low rpm seems to always be a problem with boost and batch fire ECMs. Alternate bank fire can be setup with the two injector drivers and time based BPWs with individual control. One could do an async BPW based on RPM to achieve the min. time between BPWs given a min. BPW. This would allow squirts as quick as possible for different injectors and their low BPW pattern. Combine that with alternate bank fire and the idle should be much better than single or double batch fire. Enough rambling, back to the code to look closer at the details.
Thanks for posting the fuel stuff.

dimented24x7

iTrader: (2)

Actually, I think the TIC3 may be the 1x cam sensor. The other hardware flag that appears to control the injectors in batch fire mode is b6 of $3FFA. Id have to look into it more to make sure, but disabling this check causes teh injectors to fire each DRP, so Id assume that thats used to control the rate when in batch fire.

junkcltr

iTrader: (1)

TIC3 does appear to be the cam sensor. I have been staring at the fuel code for a while and still don't have all the details figured out. The TOC outputs are great. The new processor with the TOC outputs opens up all kinds of good stuff for the fueling. This PCM is much better than the 730 ECM. Although, I am still running on the 730 ECM until I get this thing figured out.

Z69

Well after these last few posts. I'll be moving my 7427 project off the back burner. The bank fire caught my attention since I have turbo project planned once the kids get out of the expensive daycare stage. Hopefully that will free up some spending money. I still need to finish up some $8D stuff and do a few $6E tweaks since I bought a $6E car to drive to work (play with).

junkcltr

iTrader: (1)

I hope to be more help with the 427ECM by this Fall. I have a 4L80E and 4L60E waiting to be thrown in the junks this Summer. Once I have them in it will force me to dig deeper into the 427 ECM code variants. On a better note, I almost have the truck running with a pair of T3s intercooled and water/meth. injected on it with the B_AUJP code.

dimented24x7

iTrader: (2)

Ill post up my latest hack tonight that has more detail. I sort of glazed over it in the earlier ones.

Edit: Never mind. I cant for the life of me find the one that had my comments in it. If you hit me with some q's I'll answer them, though.

racprops

Please forgive me for jumping to the last page and asking questions that may have been cover somewhere in the past 3 years of this thread.
I have a 93 van with the 16168625 ECM and it is failing, losing the injector drivers.
2 Questions, is the 16197427 a stronger ECM and will it run the same eprom as I have a custom chip.
IF so is it a direct plug in?
OR
Is it possible to replace the failing chips, the output chips?? IF so where can I get parts?
Thanks
Rich

M1tch

Sorry to change topics but im installing headers / y pipe / intake manifold on my L03 and i am clueless on what parameters to tune for on my car. Any help would be appriciated

dimented24x7

iTrader: (2)

7427/8625 are one and the same. Just swap your memcal when you install it. I havnt had any issues with the drivers. The actual injector timer/output chip appears to be a one-off piece, but the transistors can be replaced if they are faulty.
----------
This would be better as a general question on the main board. The PCM differs alot from the earlier ECMs, so the tables and constants are different.

dimented24x7

iTrader: (2)

I think I've gotten to the point where Im nearly done with the hack. Just need to clean things up and comment the calibration section.

One interesting thing Ive found in these is the adaptive modifier routine. This is actually a proportional/integral routine that adjusts the line pressure to achieve a desired upshift time and compensate for shift flare. The upshift times used in stock form are pretty slow, so this could fight you a bit if you where running a shift kit.

HaulnA$$

Yeah, the adaptive modifier cells can tell you a lot. If you lower the desired shift time and the shifts get firmer, that is good but you can go too far. On the contrary, if you clear the non-volatile memory and the shifts go soft, then your pressure tables are too far off. Kinda like BLM's for the tranny, so to speak.

dimented24x7

iTrader: (2)

Sweet... I found the last set of TOS inputs. These work exactly the same as the TOS input thats driven off of the buffer box on pin F12, but are instead driven by an AC signal. The address in the ram is $3FC6 for the pulse accumulator and $3FF8 for the counter and pins F4 and F5 are the sinusoidal inputs. Not only can I FINALLY have a stable VSS signal rather then the usless bouncy one from the stock cable driven VSS, but it also makes using a MAF and e-trans possible. The only change needed is to just use the alternate set of inputs and tap ahead of the buffer box for the VSS.

dimented24x7

iTrader: (2)

For those interested, I think the MAF/e-trans code is ready to go. I added the TFT handling back in and it looks good on the bench. The main question is whether or not there will be enough execution time for both. I parred alot of code out of some of the routines and leaned out the MAF code, so I think its ok. Its hard to tell as even in stock form as the loops still overrun due to the interrupt driven code. I guess it comes down to whether or not its severe enough to cause undesirable operation.

93C2500ext

Hello All, Awesome thread here and thanks for what you all have done with it. I just switched my 8625 over to $0D and to my surprise it worked right away. I dont think I have the latest xdf for this , im using registered tunerproRT. The zip file in this thread wont extract for me. Could one of you all post the good xdf that will work with tunerproRT. Thanks very much. I have a newly rebuilt 93 5.7 with a comp flat hydraulic 12-388-4 , 206,212 at .050. lift is .425, .440. 112 degree LSA. Iron L98 tpi heads about 9.5 compr. Bored stock intake and Ultimate tbi. It ran pretty bad with the stock $E6 bin, better with the 0D but needs tuning, tranny shifts a lot better too with the later bin. I am using a Burn 1 to program. I have an ostrich too but havent really figured it out yet. Thanks, Jon

dimented24x7

iTrader: (2)

Try using firefox to DL the zips. They dont seem to work right with IE.

Also, there will be a commented XDF at some point as well as an XDF for tuning teh trans once I finally finish commenting the trans code.

93C2500ext

Thanks dimented, I got it with firefox. Being a beginner im not sure what to do with it Lots of learning to do, you guys are really advanced on this project. Im just doing some simple stuff with tunerpro on my truck. Im using the OD xdf for tunerpro from moates file page, do you know how much is missing compared to what you are working with? Thanks.

dimented24x7

iTrader: (2)

Id say that you likely only see about 10-20% of whats actually in the PCM. I know my XDF is faaaaar from complete and comprehensive. Ive been taking the approach of just adding what is needed due to how much stuff is in the PCM.

Heres the latest hack. Kinda rough, but other then some minor odds and ends and finishing work, its pretty much complete. Looking through the calibration section will give you some idea of whats there for editing.

dimented24x7

iTrader: (2)

And now for the hack with the transmission stuff. Its pretty close to complete, so I'm not going to do anything more with it. Getting kinda tired of looking at it, anyway.

dimented24x7

iTrader: (2)

Also, the trans code is pretty interesting. As far as I can tell, this served as teh basis for the trans algos in the later PCMs. A lot of the same tables seem to pop up on the LS1 sites. Also of note is that many of the tables are also conspicuously absent from those sites/tuning packages, like the endless desired line pressure adder/subtracter tables and all the shift threshold tables vs. this and that.

93Astro350

Has anyone tryed to patch in a 2 bar MAP sensor yet. I want to eventually, but i don't know much about assembly yet. I'm learning though

Fast355

iTrader: (2)

I haven't done it yet, but I plan to Turbo my 3.1 MPFI Blazer (running MAF now) that has this PCM and a 60E, soon, so it is in the works. Shouldn't be all that bad to do. Just patch some Baro code, and rescale some things.

junkcltr

iTrader: (1)

I have been looking at the code when I have free time. Basically, you read the MAP sensor and scale it. That value is used for the stock code. Make another value that is the MAP value. Use that for the boost VE multiplier and VE adder tables. Also use it for the spark reducer. Tweak the AE stuff for boost. I have been through it once and I hope the second time will be easier with the $OD.

dimented24x7

iTrader: (2)

The second MAP value for boost is likely the easiest way to go. I thought of doing that as well. The only other mod thats needed is to disable the pseudo baro to prevent updates during boost and possibly tweaking the MAP error parameters.

I was never quite sure about the AE, though. From my experience, theres a transition region where the gas goes from being volatile to settling out on the manifold walls. This point is heavily influenced by the manifold pressure, temperature, and to some extent the IAT. In the summer, the manifold may not need any AE at all during normal driving, but hit a point where the gas starts to settle out under boost. Never really thought of a good way to handle it.

93Astro350

This is probably a dumb question but thats never stopped me before. would it work if i rescale the map tables for the 2 bar?

dimented24x7

iTrader: (2)

Theres a lot of tables and things that are also dependent on the MAP. The transmission baro and vacuum come to mind. These would also be effected.

93Astro350

I figured it couldn't be that simple. by the way the hack is awesome!

junkcltr

iTrader: (1)

You are right with all of those settings. It isn't worth it to have to mess with them and try to get all of them correct. With all of the free RAM available in the 427 it is easier to do it right with new code & variables. That allows stock MAP resolution and and even better boost MAP resolution.

pfk

Just posting so I can follow the discussion

I finished hooking up my MAF setup on my S/C TBI 385 and still looking for more info. The talk about the 2 bar map got me interested.

junkcltr

iTrader: (1)

LT1 MAF?

What are you running for injectors on that TBI 385?

pfk

It's actually for my suburban using an old 4 bolt main block with alum heads and carb intake with tbi adapter.

BBC 90# injectors and have 2 aux injectors not in use yet.

I just went for my first calibration log with the MAF operating and hopefully I'll have the freq table done by this afternoon. I'm still a little worried about boost operation, but it maxes out at approx 6 psi so I'm hoping I might get away with the MAF setup.

1badz71tahoe

I sent you an e-mail. We will figure it out yet!

- B

dimented24x7

iTrader: (2)

With the MAF, the boost isnt quite as critical as the MAF just looks at airflow. I have a version of the code with SA retard lookups based on the cylinder airmass. This allows you to inderectly see the boost from the MAF and retard the timing. At some point, Ill merge the different versions of the code together.