Fast355

iTrader: (2)

I finally swapped full engine control over to the TBI PCM today. Just thought I would show it off a little, needs alot of chip work. Idles well, has decent throttle response, but needs work when the boost comes in.

I can post the re-pin locations if need be.











Fired up on the first click of the key.

YouTube - Start-up with PCM

I plan to switch over to Mass Air Flow very soon. Already have the Vortec MAF sensor, Caddy TBI bonnet, and CPI Astro Van air cleaner assembly with K&N filter.

dimented24x7

iTrader: (2)

I did this swap as well, and converted it over to MAF. Really runs nice. The PCMs also have the capability to provide variable crank fueling based on how long the engine has been cranking. Finally, no more protracted cranking when cold. They also have alot of other cool stuff that the C3's dont, and got the best 68HC11 proc. produced. Shame they where only in use for two years.
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I love how they start right up. With the old C3 it was either wait for it to get rich enough to fire or have to deal with flooding. The idle is also really good. It will adjust the IAC park position as needed depending on how cold it is and it goes right into closed loop idle once its started, and has a full PID idle control algorithm to boot.

Fast355

iTrader: (2)

MAF is the next step, I already have the Cadillac bonnet, intake duct work, 3.5" GM MAF (2002 5.3), and the cone style filter in place. The wiring has already been run. The MAF connector is on order at my local GM dealer because I could not find one elsewhere, not even the junkyard(GM BENDS YOU OVER on the price (like $30.00+tax).

The PCMs were used alot longer than 2 years. They were used for 4 years in the USA. They were introduced in 1993 and ran through 1996 in the fullsize vans. They were produced through the late 90s in Mexico to run TBI trucks there.

The PCMs also do some other cool things. Delay PE, switch into open loop without going into PE when under load, the timing is altered to help keep the idle speed consistant, they can control an A/C compressor clutch, they also have Manifold Air Temperature compensation for both the timing and fuel. The PCM can also monitor for transmission abuse and estimate Catalytic Converter temperature for Overtemp protection.

The fact that it stores MANY BLM readings in it and re-uses it at startup provides a level of driveability un-matched by other TBI ECMs, even on slightly cammed and modified engines. A/C and Idle mode have their own BLM cells.

dimented24x7

iTrader: (2)

I didnt know they where used that late in Mexico. At least there is a supply somewhere, lol.

I got my MAF connector from Autopartsgiant.com. IIRC, it was 16 dollars for the A/C delco one.

The delay PE thing is pretty cool, but I didnt know how accurate the cat temp simulation software was, and I didnt have a t-couple handy, so I disabled the PE entry delay and lowered the entry thresholds. Wastes gas, but sure makes the car feel fast.

The PCM also saves just about everything. Not only does it save the BLMs, but it also retains the learned idle integral cells and only resets the IAC as needed, and has capacitance backup so it wont loose the NV ram when unpowered (for a few days, anyway). The idle routine is also one of the most complex routines in the PCM, and has transition parameters for all conditions as well as seperate initial airflow tables for drive, park, etc. It also linearizes the IAC counts as a % flow, so the PID action is much more linear. Wish they had used something like this from the getgo with TBI.

Fast355

iTrader: (2)

You know we haven't even scratched the surface with the PCM yet though. The transmission stuff is equally well off.

You should look at a Cadillac DFI (TBI) ECM sometime. It quite literally is a box full of transitors, capacitors, resistors, and a few microchips. That beast is ancient looking. Our original TBI ecms were worlds above that early 80s piece, just as the PCM is worlds above the original TBI ecms.

dimented24x7

iTrader: (2)

Ive started off on the trans code to see what I can figure out. After that I can also take all that e-trans code out on the calibration that Im using in the car, since its basically nothing more then an engine on wheels.

As for the PCM itself, it definatly does look more advanced. It looks like the monolith inside. Nothing but quad flat packs, surface mount logic chips and surface mount resisters/caps.

Fast355

iTrader: (2)

Dimented already knows this but for everyone else, project MAF TBI RUNS!!!! It runs GREAT at that. I had a few little problems, mainly an EGR valve that did not get disconected and opened when the A/C was turned on. Other than that it is running great. BLMs of 122-130 out of the box say alot for the capability of the MAF sensor. It actually was 127-129 in MOST of the cells with idle and just off idle being the worst. I do know that it will bark 1st on a WOT 2-1 downshift doing 25+ MPH EVERYTIME!!!!!!

dimented24x7

iTrader: (2)

Thats awsome to hear that it works!

The idle area is always difficult because the flow through the MAF goes from turbulent to laminar. This causes the MAF to underreport the airflow. Simply bumping up the lower flowrates will cure the problem. .

Can you datalog yet? IIRC, I left my ALDL scan tool address table that I used for diagnostics in the code. I have an ADS file that has the MAF frequency, flowrate, etc. defined if your using that table still.

I also have a routine in there to read in a WB O2, but I still have yet to test it, as my car is short a driveshaft at the moment. In theory it should work...

Fast355

iTrader: (2)

Mine is actually running pretty rich at idle. Seems I need to reduce the flow rates at idle right?

I am itching to try my hands at making a ScannerPro definition for this, but lack some of the knowledge of the ALDL stream, especially on your setup.

The scan tool address table is EASILY changed back to what you had, if you have the appropriate ADS.

I don't have a wideband O2 at the moment as the LC1 was Junk and after having it at Innovative for more time than I had it (4 times at 1 month each time after owning it for 6 months), I got a FULL refund on it.

I can see how your car lost the driveshaft, a good downshift with a sudden WOT stab.

dimented24x7

iTrader: (2)

Another great thing I forgot to mention is that the timing and fueling are now decoupled with MAF. This and more accurate fueling across the range of temps makes it much easier to tune. You can do whatever to the timing (within reason ), and the fueling wont change.

I didnt have a laptop at the time, but was able to tune most of it in cave man style with an innovate LM1 and vacuum gauge.

Fast355

iTrader: (2)

I found that as well. It was pretty common on older Japanese and European cars to have MAF type EFI and a Centrifical/Vacuum advance distributer.

EDIT- The main thing I have noticed is that I have much more power "under the curve" so to speak. Peak power probably didn't change much, but the powerband is much longer, and the engine runs smoother all around.

dimented24x7

iTrader: (2)

Lol. One thing the engine did do was twist the car. One side of the rear sits a few inches lower then the other and the rear floor pan and subframe rails are all wrinkled up and cracked. Im afraid that one day it will literally break in half, even with SFC's

One thing you can do with the ALDL def is add the MAF frequency in place of something useless, like the EEPROM ID. This will give you the needed reference for dialing in the MAF table. The frequency is stored as Hz in the computer, so all you need to do is select 16 bit value in tunerpro/scannerpro and format it to display as an integer.

Fast355

iTrader: (2)

I forgot to mention that I am thinking of eventually swapping the TBI unit out for a Vortec MPFI setup. I have a spare set of 305 Vortecs and the MPFI from the 305 vortec in the garage. I know its not the greatest setup (can only support about 350 FWHP MAX), but it would still be fun to play with the MPFI while using the TBI ecm.

Think of Haulins TPI conversion, just with MAF and a Vortec MPFI setup.



Did you wipe the Linear EGR code? I haven't really looked for it in the $OD MAF source code.

dimented24x7

iTrader: (2)

The linear and standard EGR both used one output, so the code is gone. The linear EGR actually had a full PID control loop to precisely control its position, but it put the hurt on the processor and took up alot of memory. The code is covered in detail in my $0D hack.

With MPFI, there arnt any real advantages to either MAF or SD. Its sort of a wash. The MAF is easier to tune, but the SD is more precise (especially compaired to the crap bosch MAF) and requires less components. These where some of the reasons that there where all the SD/MAF wars back in the day. No one system was the 'right' system. Also not having MAF means that you free up the e-trans input and dont have the added overhead, so you could consolidate and use an e-trans with the stock code of your choice. The MAF code will support MPFI with a few minor changes, but the code inherently adds overhead due to the fact that your running 32 bit code on an 8-bit processor and it also consumes a needed input for the trans code.

With TBI, though, MAF is a complete no-brainer. The fuel dynamics mean that SD will be an approximation at best, and sometimes just plain off as weather and temps vary. It was well worth the loss of some code and inputs to accomodate the MAF. It makes a huge difference with a wet flow system, not to mention the fact that its a true, high res MAF fuel injection system.

dimented24x7

iTrader: (2)

Oh, one last thing. Make sure that you change the open loop AFR and cool compensation tables. GM set the OL AFR to 16:1 and they actually pull timing when then engine is cool, and add too much when the engine is cold. They also aggresivly pull timing when the engine is warm/hot, which will needlessly kill some power once the motor is warmed up.

There is also some option bytes for the knock sensor which allow you to skip knock handling entirely. Youll have to re-enable this and mod your existing sensor to have the knock routine functional. Look over the whole calibration section (stock portion as well) carefully. There is alot of stuff there. Also included is a filter coefficient table for the MAF flow as well as a filter coefficient for the MAF when in transient engine operation, like opening the throttle suddenly. This allows more control over the filtering. Little is needed at high flows, and you dont want much when the flow rapidly changes, but more filtering can help at idle if your using a large cam or something.

Fast355

iTrader: (2)

IIRC, there is also an option for Low Octane Knock Prevention as well. What that does is if there happens to be a high amount of knock counts continually, it pulls some timing until it no longer has as much knock activity. I found out on my 1994 G10 that an internal engine noise will trip this and kill power eternally (timing chain was slapping around in the block, giving knock counts).

The Open Loop A/F ratio vs. MAP vs. Coolant table does not suprise me one bit. Nor does the Coolant Temperature spark compensation values. Then again as normal the Idle speed control timing needs attention too. The stock values tend to cause a surge with a small cam as the timing is continually moved around.

dimented24x7

iTrader: (2)

I no longer use the KS, its plugged in, but I put the option in to not allow any knock prevention because of the false triggering.

As for the idle control, there is proportional spark as well as derivative spark/derivative fuel/derivative IAC. The derivative terms can cause the engine to act flakey while the proportional stuff will probably cause an up and down surge. Same thing with the proportional IAC gains.

dimented24x7

iTrader: (2)

Fast, overall hows the code working so far now that youve gotten a few miles on it? Any issues? I didnt have much time to try it all out. Just a week before I ran into problems with the trans. I got it tuned and my car ran great with it, but I didnt get to really put it thorugh its paces.

Fast355

iTrader: (2)

I am having a little trouble getting the timing set correctly compared to my old calibration. I used the same Biases, Timing Table, PE Timing, etc and it comes up with like 40+* of timing at idle, which is way too much. Your timing setup runs pretty well, but leaves something to be desired in my HEAVY G20. It runs fine with next to no knock counts, but needs timing advance work at idle. It shudders at idle when it is in park neutral. I don't think it is a fuel issue as the Pulse Width is sitting stable, RPM is stable, just has a little quiver to it that it did not before. The commanded spark advance greatly differs from my previous calibration though.

The TCC operates erratically at times (mostly light throttle acceleration at in-town speeds, works fine out on the road), seems to be working like a shift light would alot of the time. Still experimenting to find the best setup.

I found that I had to pull ALOT of AE fuel out of even your calibration. With the AE as it was, it would run way too rich on throttle opening, but be perfectly fine at steady throttle.

Other than that, it literally JUMPS at all speeds. The pull is very smooth and linear. The harder you push on the gas the harder it pulls. Not only will it fry the tires through first, it will spin part of second now too. It NEVER did that with speed density and the current engine in NA form like it is now. I will definately make some movies soon. To think that this is WITHOUT the Weiand too. I can't imagine what I will find when I put that back on.

dimented24x7

iTrader: (2)

40 degrees of SA at idle?! Did you get your current bin by compiling the source code? I have mine set to only provide a steady 18-20 degrees at idle with a MAX of 40 degrees at upper RPM, low MAP cruise in the open throttle table (see pics below). I also zero'd out the bias for the timing table and PE SA, and put the base timing at 10 degrees to mach my base timing. You should probably go ahead and use whatever timing table you where using before. Just keep in mind that the engine idles and drives on seperate tables.

The shudder could also be due to the derivative fuel/spark routines if the SA looks ok. I remember having a lumpy idle with my S-10 with this PCM because the engine was beat and didnt pull good vacuum.

The TCC erratically operating like a shiftlight may be because it IS the shift light. It looks like theyre on seperate outputs in the code, but it may be the same output on the hardware side. In the option byte L400E in the prom, b2 should be set to 0 while in option byte L400F should have b7=0 and b6=1, for using the TCC only control. Ill have to mess with the TCC on the bench and see if I can figure out what its doing.

dimented24x7

iTrader: (2)

I had alot of AE in there. It works ok, but occasionally, I have AFRs of 12:1 or so with my manifold and 2" TBI. I have to redo some of the AE when I get my WB hooked up to the PCM.

The later MAFs are faster then greased lightning and respond very well under transients. It almost makes me wonder whether there are some delays in the MAPs response during transients.

Fast355

iTrader: (2)

From prior work with this mask I know there are 2 timing tables. The problem is that when I plug even my stock .BIN's timing table and constants in, they do not match what they should. The stock memcal gives one thing, I copy the stock tables into the new .BIN and I get something entirely different and with much more timing. Same Base Timing, Same Biases, Same Timing tables, same PE timing, etc. The quiver WAS the Idle SA compensation. I zero'd the tables and it went dead smooth. I then copied the values that I was using previously on the EBL into it and tried it again. Idled much better.

DUH, the Shift Light flag l400E was enabled, disabled it and things seem to be working better. Still haven't really tested it enough to say if it works or not. The output seems to be on B2 (3-2 shift solenoid)???

I have zero'd my MAP AE and slightly tweaked the TPS AE, it really liked that change. It can literally stab the gas pedal to the floor with a warm engine and it will bounce off the 5,500 rpm rev-limiter almost before I get my foot off the gas again and my foot is pretty fast.

I can tell you that in a stop light drag from 0-70 my 250 HP TBI 350 will get the jump on and eat a Hemi powered Durango or Truck.

dimented24x7

iTrader: (2)

The AE works a little differently in the MAF calibration. The MAP AE provides the majority of the long duration AE with the TPS AE being momentary to cover any lag that there might be in the MAF/hardware during transitions. This was a carry-over from the first version that ran on the C3 ECM.

As for the timing, what appears different? The displayed timing? The timing in the tables themselves? Are you using the MAT SA table or have you changed the cool compensation table or bias?

Now that you mention it, the 3-2 sol/SL/governor are on that output. What pin are you using for the TCC? I think there are two outputs if memory serves me correctly.

Fast355

iTrader: (2)

I don't know how the MAF AE was setup to begin with when you started as I really never put the original source code that you had sent me way back when, togather. Back then it just seemed like too much to go wrong with the translator box, etc. Now it is just too simple not to do. I did find that I need NO MAP AE for my engine, sensor, intake configuration, and only limited TPS AE.

I think I figured out the timing issue, you ditched the factory Bias and when I put that bias in there, it threw off the calculations and I ended up being 10* advanced, eliminated the Bias and things started looking more normal.

I am using a MAT sensor, but disabled it just to see what happens.

I was using the 3-2 solenoid output per Dominic's experiments with the E6 code. He had said to flag the Shift Light option and use E2 (I think I said B2 earlier, but it is E2). I have since un-checked the Shift Light Option and it seems that the TCC Control pin moved to the standard TCC solenoid output and E2 became in-active. Somewhere in your hack it showed the different inputs for the Shift commands. I have it setup for Park/Neutral and Drive 4.

EDIT- Here is the table out of the Hack. The ECM has to know that it is in Drive or Park/Neutral to function properly. The TCC will work with any driving range selected, except manual low.
; PRNDL TABLE:
; RANGE1 RANGE2 RANGE3 GEAR
; ---------------------------
; 0 1 1 Low
; 1 1 1 Drive2
; 1 1 0 Drive3
; 1 0 0 Drive4
; 1 0 1 P/N
; 0 0 1 Reverse

The simplist way to do it is is permanately ground the Range1 input and put the P/N switch input from the 7747 into Range3. That way the ECM believes it is in Drive 4 when it is in gear and Park/Neutral when it is in Park/Neutral.

dimented24x7

iTrader: (2)

So it was the bias, ok, makes sense now. I always zero the main SA bias out as Ive never had a motor that needed negative timing yet. Makes the tables easier to read as well.

As for the MAP AE, Im surprised it doesnt need it. How do the O2 readings look during AE? Do you have a WB yet?

Needing a quick shot of TPS AE makes sense as the MAF may slightly lag the actual airflow during high transients, but no MAP AE is interesting as it supplies the actual AE. The TPS AE is only to cover for lag in the MAF.

As for the first one that used a converter, you where probably better off not using it. The converter box sucked and there was hardly any resolution around idle.

As for the TCC, Im still sort of lost on how to use it as there where multiple options from the basic 700-R4 to the PWMd TCC of the later E trans'.

Fast355

iTrader: (2)

I looked at the wiring diagram for a 1992 CPI 4.3. It used an ECM that has very similar wiring to the PCM. Looks like in 1992 the High Gear Switch input was used where the later ones had the MAT sensor. The 1992 model did not have the MAT sensor.

As far as the AE goes, I am still slightly rich, as I lean it out a little, it might start wanting some AE. In my latest .BIN I put a small amount of MAP AE back into it.

HaulnA$$

Something isn't right. If the code is looking at the range inputs, then it is trying to run the e-trans code. Range inputs should be ignored when running a manual or non electronic auto trans. The shift light bit, L400E bit 2, should be ON. The Non electronic TCC bit, L400F bit 6, should also be on and the TCC should be connected to pin E2. The calibrations for the non electronic tranny TCC then begin at L5150

Fast355

iTrader: (2)

The PCM is still looking for a Park/Neutral Input and MAYBE a High Gear Switch. If you happen to know where to input these two signals with a non-electronic transmission, PLEASE speak up. With the Non-Electronic transmission hooked up, the Park/Neutral flag is displayed and eliminated when the combination of Range inputs above is used. I could not get a Park/Neutral flag any otherr way at the time, even with the Non-Electronic transmission option byte flagged.

HaulnA$$

There is no input for either signal in the configuration you are running that I am aware of. You must remember that you are running a modified e-tranny .bin that has been configured to run a manual/non e-tranny setup and you are datalogging it with an A217 ALDL engine datastream definition that is tailored to an e-tranny equiped .bin. Just ignore the P/N flag. It has no relevance to what you are doing nor do the range inputs. HTH

dimented24x7

iTrader: (2)

B2 of L400E should not be checked, otherwise the shift light code will be executed, and the PCM will think it has the shift light connected to it.

The whole TCC calibration is a real cluster ****. There are multiple routines in use depending on whether a non-CC or CC trans is in use. Im not real clear on which outputs are which at the connector, either. Im going to set the manditory TCC enable MPH to 5 or something real low and try the outputs exhaustivly and see if I can find which output is the correct one.

dimented24x7

iTrader: (2)

Fast, I dont have the foggiest idea in hell as to where the non-CC TCC output is. Its certainly not E2, but I can easily make it that pin with a minor change. That way at least the TCC will work properly. Compile the attached code and move your settings over. This should fix the TCC.

Fast355

iTrader: (2)

So the new code attached has the TCC on pin E2?

Fast355

iTrader: (2)

For whatever reason the Assembler/Compiler that I have won't open the file, just starts to open then crashes. Stupid Windows XP.

http://www.mgtek.com/miniide/

dimented24x7

iTrader: (2)

Dont launch the GUI win application. It cant handle the volume of code. My computer takes an eternity when I try it. Copy ASM11.EXE that resides in its program folder into some directory thats easy to get to in dos and copy the code in there as well. Launch a command prompt and assemble the code under dos. The GUI sucks, but the assembler is really good.

dimented24x7

iTrader: (2)

Yes, just make sure that the shift light is not selected and that youve selected TCC only. This way the proper loops will be executed.

Fast355

iTrader: (2)

BTW, Dimented tried the assembled the source code, all the values in the .BIN changed back, telling me that atleast something is working. Non CC auto trans flagged, automatic transmission selected, NO Shift light, connected Tan/Black wire from TCC solenoid to B2, NO TCC. The RPM limits are set at 6375 RPM, I am tempted to reverse them to 0 and see what happens.

On the other hand here is proof that I am up and running on the MAF sensor. I purposely Zero'd out the VE tables so that when the MAF was unplugged that was it, it fires for a couple of seconds on the fuel in the tbi, manifold, intake ports, then quits. The loud clicking is the injectors. I would not drive around like this however because if he MAF signal stops getting to the PCM, the engine WILL stall, just like in the movie. In the parking lot at work it doesn't matter, but out on the road it could be deadly.

http://www.youtube.com/watch?v=7nVQePIYzhI

Here is a 2nd-1st WOT downshift, it is readily apparent how bad the stock head casting, stock cam, stock 8.5:1 compression and 1 1/2" primaries is between 4,500 and the 5,000 rpm shift points, but then again look at that mid-range torque. It will pull to 5,000 rpm and that is it. IMO, it is time to rectify that.

http://www.youtube.com/watch?v=c4CY3PvklvM

This is just little video showing highway cruising speed with a part throttle dowshift at the end.

http://www.youtube.com/watch?v=ggzfrxAt6FQ

dimented24x7

iTrader: (2)

TCC should be pin E2. Set the manditory lockup MPH to something real low and see if the TCC locks in 2nd. I tried pin E2 on the bench and it does work. Light comes on with the TCC lockup. See rountine LAE65 for the correct locations of the TCC params in the calibration. LAE65 is the non-CC TCC routine. DONT use the CC trans stuff.

Also, in L400F, b7, CC auto trans should not be checked, while b6, non-CC trans should be checked.

Oh, just noticed. The RPM thresholds should be set to 0 (or some minimum value), not 6375. With the thresholds set to that, the TCC will never lock.

dimented24x7

iTrader: (2)

Make sure its set like I stated here. It should work. If not. Ill have to test it on the bech again.

Fast355

iTrader: (2)

OOPs, I keep saying B2, but I keep meaning to say E2. B2 IIRC, is one of the distributer connections. I doubt it would even run with the TCC on B2!

Would you mind testing my .BIN?

dimented24x7

iTrader: (2)

See above edited post in regard to the RPM limits.

Fast355

iTrader: (2)

I am setting this to O and will let you know how things go when I drive home from work here in a few hours.
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Will do, I HOPE it is something that simple to fix.
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On a side note, I love how the thing just flat jumps when I nail the GO pedal.

dimented24x7

iTrader: (2)

This was from the other thread on the DIY-Prom board. Did you change any of the cool temp SA compensation tables and open loop AFR? They run the engine lean with REDUCED timing when cold. This causes a bog as its lean without enough timing. The whole SA compensation table is sort of FUBAR in stock form.

Fast355

iTrader: (2)

I changed both the Open Loop Air/Fuel Ratio vs. Temp vs. MAP table and the Cool Compensation Spark advance tables. I did my own Open loop table and used your Cool spark table. One more thing, it is bogging in closed loop, not open.

dimented24x7

iTrader: (2)

Oh, duh... So that eliminates the open loop AFR. Are you using a heated O2?
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I dont remember what the closed loop enable temps are, but maybe its going into closed loop too early. The PID is calibrated to keep the engine around 14.8-15:1 or so. It could be that its going from a richer AFR to the leaner closed loop AFR.

Fast355

iTrader: (2)

Yes, AC Delco P74, IIRC or something along those lines. I have cross counts and am in closed loop as soon as the time delay expires, it is 120 seconds on a cold engine IIRC.
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Looks like the enable temps are super low (2*C per 48C6). I am going to bump that up to about 125*F and see what happens.

dimented24x7

iTrader: (2)

Does pin E2 work ok?

On a side note, I finally figured out how to properly use those outputs. The MSB is the switching frequency divider while the LSB is the %DC. Explains why they never worked right before when I used them.

Also, it looks like the non-CC TCC output is set up to be on E11 in the stock code, but I cant for the life of me get it to work on that output, or any other for that matter using the address in the code.

Fast355

iTrader: (2)

Pin E2 works great now. I tried changing the constants back to 0 and it still did not work. I apparently made a mistake when I assembled the source code and patched the old .BIN. I started over from scratch and it now works. Now I just need to change a few constants. I hate when the converter releases on decel then has the extended relock delay when you touch the gas again. I am going to set the TPS minimum down to 0% and see what happens. I bet it starts behaving better. I also found that on a certain hill, where the speed limit changes from 50 to 40 on the way up, it stayed in OD and maintained lockup at light throttle. This resulted in lugging the engine around 1,000 rpm, the associated rough running, and some heavy knock counts. That is easy enough to change in the TPS vs. RPM table.

My sister and I are both going to Presidio (about 1,200 miles round trip) in a couple of weeks to take her husband his GMC Jimmy (1987 S15 4x4) back after I put an engine in it. I am pulling the GMC behind the van when I go. I will get back to you on how the trip goes after it happens. Here is that build.
https://www.thirdgen.org/forums/tbi/...o-economy.html

A few weeks ago when I went to pick the truck (spun rod bearing) I held the legal limit (70 MPH on this side of San Angelo and 80 MPH going farther West, down 67) with the cruise control, using OD almost the whole way there and back and got nearly 14 MPG with a well tuned EBL setup. The peanut cam, swirl ports and 1.5" primary full length headers will do that for you by making around 350 ft/lbs as low as 2,400 rpm. We will find out what it does going out there and back with the MAF setup. It won't be an exact comparison however as I was loaded on the way back last time and will be loaded on the way there this time, but it should still be pretty close.

dimented24x7

iTrader: (2)

Oh, I also forgot about the mask ID. Make sure you set the mask ID back to $0D instead of $AA in the bin so the checksum is performed. The source has it set to $AA and all error codes disabled for development. It may have been a faulty assemble or possibly a bad burn.

dimented24x7

iTrader: (2)

BTW, what are you using to convert the S19 over to a BIN? Ive found that some of them give me a hard time when doing the conversion with that assembler for some reason. Tunercat's works well, but costs money.

Fast355

iTrader: (2)

ftp://ftp.diy-efi.org/uploads/S19_pat.zip

I got it way back in 2001-2002 along with 747Hiway when I was working with highway mode and the 7747.