Street Lethal

iTrader: (16)

That is absolutely correct, as I had boost encoded $8D on the brain. Although he is running a piggyback on top of his stock prom, and the AIR code that I was referring to was located in there. Now the question is, being that I never ran $59 myself, is if $59 has no code to override the original AIR code, is the original AIR code still being applied...

Six_Shooter

iTrader: (2)

AFAIK, fasteddi is not running a piggy back, he's running just one ECM, which is running $59. No A.I.R. control to speak of.

IAC could be disabled, but I doubt that is causing any of the idle surge issues.

I tried for a long time to adjust many things I thought were causes of unstable idle, but in the end, it turned out to be injector voltage compensation, that needed to be adjusted. It wasn't up to my "perfect" status, because there was still a small wander every now and then, but it was more than acceptable.

fasteddi, have you bought an emulator yet? If you are trying to tune idle by chip burning, you will spend MONTHS tuning idle. Once i decided to adjust the injector voltage comp table(s), it literally took me about 20 minutes to get it acceptable, then about another 20 to fine tune it over the next few days. If I weer to try to do the same thing with chip burning, I'd still be working on it.

fasteddi

iTrader: (2)

Yes the IAC is moving when it starts getting out of control.

It doesnt surge till the engine is warmed up.

Ive got about 22* of timing at idle and its ideling at 15 afr right now.

What OL joe?

Yea six im still burning chips though. I know its a slow process but It all im able to do ATM just because of cost.

Street Lethal

iTrader: (16)

He is claiming that something is pulling fuel periodically during idle every ten to fifteen seconds or so, and unless it is a mechanical issue which he may be overlooking, what else then AIR will pull fuel, rather, what else in the $59 code will pull fuel periodically in the manner in which he is describing? It is too easy to tell him it will take him months to tune his idle as if to say that is the cause, because at one point he pulled the $59 out and put the NA chip he burned when he was running only heads and cam back in, and the idle returned to normal. It was there when we told him to emulate the idle charcteristics from that chip with the $59 code, which we all thought that he did, and when that didn't work, it then became an argument of resolution, do you not remember? What else will pull fuel in $59 the way he is describing...

Street Lethal

iTrader: (16)

Not to mention, he is claiming that the ECM only pulls fuel like that after the engine reaches a certain temperature, despite him running an Open Loop tune, so what in the $59 code would wait for a certain temperature to be reached running Open Loop, then immediately start pulling fuel every ten to fifteen seconds without setting a code? We can only assume that he tuned his $59 idle based off of the other chip in which did not surge, as well as assume it is nothing mechanical because the other chip works fine...

RBob

iTrader: (1)

Need to post a data log that shows all of the ALDL parameters.

RBob.

Street Lethal

iTrader: (16)

It feels like those pesky $58 idle problems all over again, chasing our tails trying to get it to idle correctly, blaming quasi, blaming injectors, blaming this, blaming that, etc. I brought up AIR because it is so damn coincidental that everyone running the '730 with $58/$59 has had a similar idle issue at one point or another, yet those who repin their '165 to run $59 seem to avoid those idle issues entirely for some reason. Invest in an EBL-P4 and call it a day...

Six_Shooter

iTrader: (2)

:facepalm:

I've been stating the solution for months, but no one wants to listen to some that is ACTUALLY using $59 and for the most part solved the hunting idle issue on my own car, along with a few other people solving their idle hunting issues the same way.

$59 has ZERO parameters for A.I.R. So I don't know why anyone would even consider that?

$59 seems to rely heavily on correct injector voltage compensation tables, especially at idle. I spent a couple years playing with a lot of other things, mechanical and tune, and finally followed some information I found on the $59 site and decided to adjust this table with great success.

Street Lethal

iTrader: (16)

... I love messing with you lol

The kid's been trying to tune this engine for a long time, running LC2 injectors, and now a new set from one of the sponsors, as well as two different turbo chargers. I will admit, I have never run $59, so your understanding of the code should definitely help him sort things out. Hopefully he listens this time, because I honestly thought he exhausted all advice already given, only to realize now that he hasn't yet...

project89

iTrader: (1)

does the fan happen to be cycling when it starts to surge ?
fan coming on will cause a voltage drop , if so check voltage on the injector lines with a dvom and adjust injector dead time at that voltage


for the most part high-z injectors will be around 1.1-1.2ms around 13.5 volts , if it is the case jack the dead time around 1.3-1.4ms at 12-13.5 volts and see if it clears up

at 14v+ they should be no higher then 1.1-1.2

if u change the injector offset/dead time dont forget that u will need to retune the ve table

Street Lethal

iTrader: (16)

Another question for him to answer is at what temperature does the surge begin to take place. I am convinced now that I know why it is doing that with his application, but I will wait to see if he gets it resolved through adjusting the injector voltage compensation tables first...

project89

iTrader: (1)

i know hes already adjusted the tables once as he had them set to something like .6 or .8 ms and that cleared up his idle issues before

im still thinking the ecm is going bad with the other issues he has intermitantly

personally id have given up on it by now and switched to ms and not deal with certain tables fighting each other , or tables that multiply other tables

i was close to switching to 59$ on my silverado sonce its already got the 7730 and tpi swap done , the mor ei look at the software and issues some ppl have ive decided not to

Six_Shooter

iTrader: (2)

The injector compensation tables need to be adjusted vs battery voltage, they are a 2D table, with more than 1 value, and in my experience, the values vary greatly from one cell to the next, which is based on an injector's response to voltage.

project89

iTrader: (1)

witht he low-z injectors it should be about a .2 per volt difference i.e


11volt 1.6ms
12volt 1.4ms
13volt 1.2ms

etc

between 13-14.5 volt the injectors should be really close to 1.2/1.3ms

34blazer

Mark, OL=open loop, i was referring to the idle.

i datalog of the surging will help, ill be glad to take a look at it as well

fasteddi

iTrader: (2)

Here joe. I just tossed everything up here that i may have thought would help. Yea its open look. Always has been.

The (entire) link is every part of datalog avalible

Dave the fan doesnt cycle. I control that.

fasteddi

iTrader: (2)

Offset table from low to high volts. 9.6-16vts is the 1190

7782.09
7782.09
7782.09
7782.09
7782.09
3295.94
1190.20
1190.20
1190.20
1190.20
1190.20
457.77
457.77
457.77
457.77
457.77
457.77


F94 table is all set to 0.

fasteddi

iTrader: (2)

Explain more if you can on how its a 2d table? Ive played with them but after talks with southbay they told me to put it arround 1.2 for my running volts. It worked well for a bit but for some reason its still showing its head again the more i play with the car.

Im on the verge of just racing the gtp ive got for this spring. Sure is alot easier to tune IMO. Craps just flustrating.

Could I just unplug the IAC to eliminate it and see what happends? Or is that stupid. I also read this a minuet ago. On code59

"My bet is that there's *something* happening in the data when that 16afr+ happens durring the surge every so often- either IAC opens, there's a change in airtemp, or something. If the PW delivered doesn't change when the 16 AFR happens, that would mean that either FP is dropping or it's getting a slug of air someplace.

I do see this sometimes when the mid-kpa in the 400-800 RPM areas isn't right - IAC tries to pull the RPM down, goes a bit too far into the 400 range, gets a big slug of fuel, IAC tries to pull back up, and over corrects, cycle repeats"

My injector pulse width really doesnt change now that i look at the data but the Injec DC does but mabey thats because im running such large injectors.

RBob

iTrader: (1)

The issue with the idle appears to be the spark advance (SA) table values. As the idle speed drops so does the SA, which causes the idle speed to drop further. As this occurs the IAC is opening which ends up making the idle RPM overshoot.

The SA table needs to have the areas of idle worked on. Need more SA at the lower RPM & higher MAP so that as the RPM drops the SA props up the engine speed. I would zero out the idle SA compensation tables.

Then level out and add SA at the lower RPMs. Then if the idle rolls add some back into the idle SA compensation until that stops.

Take a look at line # 534 in the data log. This is where the RPM dropped to 525. Leading up to that point, at line # 520, the RPM is at 925 with the SA at 31* BTDC. For idle that is too high as it makes the idle difficult to control, it wants to float upward.

Then as the ECM has closed the IAC, the idle speed starts to drop. And as it does so does the SA, until at 525 RPM it is at 19*BTDC. At which time the IAC is being rapidly opened to try and maintain the idle speed.

Which causes the RPM to increase along with the SA. A double whammy that causes the idle RPM to go too far upward. And the cycle repeats.

Work on leveling out the SA and even adding some at the lower RPM, higher load areas. Use the data log to see which area the engine is idling in, by both RPM & MAP KPa.

RBob.

fasteddi

iTrader: (2)

Ok Rbob. I worked the tables a tad but no sucess yet. I disabled the spark compinsation and didnt see any effect at all.

Before I saw your post I disconnected the IAC and no difference. So I tossed a different IAC I had(new one) and did the relearn... no difference.

So Ill Keep working those SA tables tommorow after work and see if I can start to fix the issue. Thanks again Rbob.

Heres a video. Gives you a good idea of how long between surges.

http://www.youtube.com/watch?v=SQhwv...ature=youtu.be

Six_Shooter

iTrader: (2)

I thought it was an SA problem for a while as well.

I had a bin set at one point that would not cause SA to change, other than when it absolutely needed to, meaning throttle opening or while I was actually driving.

I could not get any adjustments to SA to have any effect on the idle hunting.

Just to remind everyone that uses $59, the idle cells are the 400 RPM row in the F1 table, regardless of what actual RPM is, or where the bubble is floating around, the 400 RPM row is what controls idle SA.

Only setting the injector compensation table while it was running using an emulator did the trick for me.

It seemed that the SA only changed because the stall saver was coming in, once I got the idle stable, the SA hardly changes at idle now, with SA settings as they were when I had the idle hunting.

2D table, meaning there is an X and a Y value. In this case X = volts, and Y = mSEC.

Your table is meaningless without having the volts variable to go with them. Yes, I could transpose the numbers into a table on my PC, but it would be better to have them in the post.

Just at a quick glance it looks like you WAY over compensating though, adding a ton of PW, which will cause the engine to drown, stumble, try to save itself (open IAC that will lean out the mixture), at the same time voltage is reducing (via the alternator slowing down), which will want to add even more fuel, making the problem worse, and cyclic.

Just as a comparison, I have max values of 946 mSEC, and min value of 518 mSEC, quite a bit less delta than you have. Your injectors will likely be different, but having a delta of over 7324.32 mSEC is a lot, that's 7.3 seconds of PW difference between min and max cells. Compare that to what I'm running which has a delta of 427.25 mSEC, that's less than half a second delta, so very small changes in PW, in stock calibrations the delta is even less.

The idea is to keep the fuel delivery the same at all supply voltages, not use the table to compensate for something else. Once you can get the fuel delivery the same at all supply voltages, the engine will run smoother.

Southbay told you to set 1.2 what? 1.2 bananas? 1.2 seconds? 1.2 ft/lbs? 1.2 what? What is meant by "running volts"?

Are you running low-Z injectors? If you are that's another issue. the '7730 in stock form does not like to run low-Z injectors and requires internal modifications to run them properly. It's also recommended to use a '7749 instead due to it's dual injector drivers.

fasteddi

iTrader: (2)

Tthere not low z injectors. Southbay set to 1.2 ms for vts from 12.5-14.6 vts.

Six_Shooter

iTrader: (2)

Then why do you have 1.19 seconds, or 1190 mSEC in your table? that's 1188.8 mSEC more than they recommend. Though from how I've seen the table work, you wouldn't want to set it to 1.2 mSEC, since it seems to be more of a scaler than a direct look up table. This is why it's important to have the proper curve, not just some opening dead time value.

What they told you doesn't sound very helpful. Since there is a curve of Volts vs opening time that is needed to set the table correctly. this curve is what compensates for different supply voltages, and helps maintain consistent fuel supply at the varying voltages that the injector will see.

fasteddi

iTrader: (2)

I have 1190Usec(microsecond) in my table which equals 1.2 Ms(milisecond). How is that 1.2 seconds???

Would the F28 table ever cause this issue? Mines at 98 but my f29x is not even close to being maxed and my f77 is a tad over 1.00 on all cells(.84 on cell for 84kpa and under).

Six_Shooter

iTrader: (2)

Micro is represented by a lower case U (u), since it's the closest thing to the proper symbol we have, without a Greek lettered keyboard.

If it is supposed to be micro (u), then the documentation has been ****ed up from the start.

Many tables in $59 use the m-prefix, and are milli.

Regardless of the magnitude, you're not using the table correctly and you will continue to experience problems with how you have it set.

Keep doing what you're doing, keep struggling or listen to people who have experience with the code and have solved the issues you are having, it's your choice.

fasteddi

iTrader: (2)

My offset table has your greek lower case u micro. Not mS like some of the other talbles on $59 have.

I know what mS and uS are in these tables. I will continue to struggle then as your last post is about the dumbest thing Ive heard. I know what the difference between mS and uS is. I just stated that southbay said use 1.2mS since I can do the conversion to uS as from what Ive seen more then some use mS insted of uS.

Ill play with the table more, but as far as im concerned this is why i stayed away from the V6 forum. I know this table isnt perfect but then explain to my why this is now a issue. That table has always been locked to a set value since day one and I didnt have any issues then... enlighten me please.

This question is probly the last ill ask. But how small are the passages for the IAC? Im sure thats a dumb question and ill get bashed on that but if anyone can just give me a idea since ive never seen in there before. The reason I ask is because youd be amazed on how gunked up that IAC was. That alky is like glue in there catching all the crap and turning into thick gooo.

But ill check the post but as far as im concerned im done with this forum. Ive had enough of my threads get locked in the past and ppl aruing because they have a fixed idea on things. I know Ive got some issues that need to be attended to on the car. I just wanted to not chase my tail as I always do. One guy says this the other that and the other that. Then everyone says im a total idiot. Since that may be im no use for this anymore.

.

Street Lethal

iTrader: (16)

My friend, people take time out of their own lives to even acknowledge your posts, when I am sure they have better things to do with that time. Nobody here is claiming to be a certified mechanic, and all of our opinions are based on our own experiences, so take them at face value. The very fact that you are hearing from other members is because they care enough to even post their opinion, however way they wish to embellish their words is irrelevant because they care enough to even be here. From day one I never liked running the G1 adapter with a code other than that of the eprom, despite the adapter and eeprom being able override everything. The only time I used an adapter with eeprom was when I would run an updated version of the same exact code and data stream, eg; $8D w/super $8D. I brought up AIR for only one reason, and that is because you, you claimed the ECM was pulling fuel at a certain temperature for an unknown reason, and that it wasn't timing related. I never liked the fact that $58/$59 uses its' wastegate control solenoid with the same pin that the $8D/$88 uses for its' AIR control solenoid, F2, and in my mind the eprom was somehow intermittently picking it up, which yes, "should" be impossible for it to be picking it up with the adapter, but this seems to be a common occurrence. Why do you think I was suggesting $8F? The $8F code uses pin A18 for its' wastegate solenoid, and that pin is non-existent with $8D/$88, and I was curious to see if that would resolve the issue. There really isn't anything else to say at this point anymore, everyone's cards are on the table, but there is no reason to bash anyone for trying to help you out...

- Rob

RBob

iTrader: (1)

That is interesting that disconnecting the IAC didn't make any difference. As it appears by the log that it is contributing to the surge.

I wonder if there is a small vacuum leak, that too can cause a surge. I was going to suggest pressurizing the TB, but need to pull the rockers to do that. Maybe some smoke blown into the TB would work.

As there may be more than one item causing the surge, I studied the data log a bit more. It is going lean as the RPM drops. That can cause the RPM to surge upward.

Work on the closed throttle VE table, it will likely be the area before the WB reports it going lean (transport delay).

I don't see a 700 RPM row in that table (would be nice), so work with the 600 & 800 RPM rows in the areas of 50 through 70 KPa.

RBob.

Street Lethal

iTrader: (16)

You have the patience of a saint Bob, lemme tell ya. But Bob, why would the vacuum leak cause the surging at idle if he is running Open Loop with no O2 correction. Can only go on what I am reading through his descriptions, but he seems to feel it only happens when the engine is warmed up, and if he feels his tune is good, which I detect through the ego deflation that he feels we're all putting him through, other than a flawed CTS & TPS, what else would command the fuel pull that he is suggesting...?

RBob

iTrader: (1)

Vacuum leaks are a funny thing. As the manifold pressure increases the volume of the leak decreases. On a SD set up a vacuum leak in or before the plenum area rarely causes the engine to go lean. It can lean a cylinder if the leak is down at the lower intake.

One thing I've learned is to not discount anything until it is a proven.

From what I've seen the frustration appears to be mostly with one individual.

Looking at the data log the vehicle voltage is rather steady, at 13.5 to 13.8 volts. And only dips down when the RPM drops down.

There is something else going on here. One other oddity is the reported SA. Look at the data log, lines (Excel line #), 710 through 720, and note the SA, it is jumping all over the place.

It doesn't appear as it would be from idle compensation SA either. I'm beginning to wonder about the $59 code.

RBob.

project89

iTrader: (1)

rbob the ebl is held in pretty high by ppl saying how easy it works and how great it works, since ive never used it myself i cant comment.

but since u owuld know best how well would the ebl work in his application, what advantages would it have or disadvantages over 59$.

what would it cost him to make the switch?
maybe some screen shots of the tunning software
does ebl have launch control/boost control/fan control etc

im a firm believer of it dont matter how good the ecm is when u want to tune it and that the software and layout along with the code running on it makes all the difference

fast if u ever decide u want to get away form the 59$ and go ms let me know if u cant solder i would assemble a kit for u free of charge, and flash it with a base tune just to get u up and running

Street Lethal

iTrader: (16)

I was fooling around with Megasquirt for the last few months while assembling parts for my next build. I just sold my Bullseye Turbo, PTC converter, and I gave the Megasquirt back to my cousin because it was his to begin with, but I kept the android tablet. It did fine for what it is, but I am making the switch to the EBL-P4 myself, just going over the knock filter issue. I think Mark should go with the EBL, and if he can't at the moment, at least try another code, preferably $8F, just to see if it makes any difference. Spring will be here soon enough, and he needs to be prepping for his launch, not chasing surging issues. We've all been there, and its a pain in the freaking @ss...

project89

iTrader: (1)

ive been playing with 59$ since i was thinking about running it on my sliverado.
the tables suck the layout sucks its one big cluster****
maybe ive just been spoiled with cleanly labeled tables that do exactly what they say they do all this time

rob rember my first ms install that u helped with.

what did it take us 2-3 hours to wire the car and get it running and driving?alebit it wasnt anywere near perfectly tuned but u could have driven the car anywere after that short period of time

and neither of us had prior ms experiance before that

Street Lethal

iTrader: (16)

Oh yes, and there was plenty of wiring (length) that came with the kit, and simple to install. Damn engine fired right up and held a perfect idle from the getgo. I remember you had just the fueling controlled by MegaSquirt at first, with the factory ECM controlling the timing, but once the Megasquirt controlled everything it was like an entirely different car. Those videos that we took don't really do it justice, because I drove that car, and it drove like a car running a much newer PCM, smooth, and when floored it freaking pulled...

project89

iTrader: (1)

yeah we did piggy back at first, but full control would have only been an extra 3 wires for connections so maybe another 30 minutes to install ( the 3 wires to the 4 pin connector on the distributor )

RBob

iTrader: (1)

To be honest, the difference between the EBL & code 59 is like night and day. I could max out multiple posts concerning the advantages of an EBL set up. I can't post prices here as that is considered advertising, they are on our web site.

The best way to go would be the EBL SFI-6, which has even more features over the EBL P4, and is specifically designed for high power turbo or supercharged 6-cylinder engines.

http://www.dynamicefi.com/EBL_SFI6_Flash.php

He would need to add a cam sensor and four more injector wires as it is a sequential injection ECM. But it would be well worth it.

> maybe some screen shots of the tuning software

All calibration (BIN) changes are done via Tuner Pro, everything else is done via the What's Up Display (WUD). Although one can use Excel for a more detailed look at things. Web site has a bunch of screen shots and explanations of the WUD.

http://www.dynamicefi.com/EBL_ScreenShots.php
http://www.dynamicefi.com/EBL_P4_ScreenShots.php

> does ebl have launch control/boost control/fan control etc

No launch or boost control. We worked on the boost control but found it difficult to model as live tests showed no real control. So that code is disabled. We use the RJC boost control valve and find that it works darn near perfect. And very few customers wanted boost control via an electrical solenoid.

Fan control is for either low/high fan, or dual fans.

The SFI-6 system also has alky injection control, the P4 system does not. Both are fully emissions complaint if that is required. Both have oil temperature sensor capability.

The EBL P4 uses the '7730 ECM, so that is the easiest way to go. But is batch fire, although it does go single fire for small PW's. None of the quasi-async stuff.

http://www.dynamicefi.com/EBL_P4_Flash.php

Of course all are fully documented with support. And the data logging, also supplied with a USB interface... Flashing in a new tune takes all of but 4 - 5 seconds.

Oh, and can data log up to 8 devices, such as fuel pressure sensors, WB set ups (can also be used for auto VE Learn), g-meters or whatever (0 - 5 devices).

I could go on forever, the EBL SFI-6 system has the ability to reduce spark advance via MPH or by which gear the transmission is in (with 3rd and 4th gear switches).

OK, time to stop... Please check out our web site, there is a bunch of good info there.

RBob.

Street Lethal

iTrader: (16)

Was very close to installing an LC2 in the GTA, in which of course I would have went straight with the SFI-6, but in keeping the turbo 305 I need to go with the EBL-P4. When and if I get my hands on another TTA though it will be SFI-6 all the way. Dave, I'm starting another build thread soon, and I will document the EBL-P4 conversion. The cam I am going with is pretty big one, although overlap is still kept in check, but the EBL will essentially laugh at it...

project89

iTrader: (1)

Spark tables are high resolution and full size up to 6,400 RPM
what happens when u exced this limit ?
thats off the p4 systems page

the sfi-6 would be a lil hard to implement without a 3.4L engine as those are the only ones with a cam sensor, on a 2.8/3.1 it would require a 3.4 cam core and the 3.4 timing cover and oilpan

does the standard ebl not work with the 7730? i might be interested int hat system for my truck as it would run me roughly the same price for a megasquirt system , well the ms would be a lil cheaper

RBob

iTrader: (1)

The ECM uses the last row of 6400 RPM data. At whatever the MAP value is. This isn't much of an issue as for the most part the SA is either flat or slightly decreasing at that point.

There is much more to be gained by having fueling tables that go to 8,000 RPM.

Yes & no. There are other ways to implement a cam sensor, although using a 3.4l block makes it real easy. Can also place a cam sensor within the distributor (BTDT).

The three different EBL systems are set up for three different base ECMs. The reason is the hardware. The EBL Flash system is basically a 2-bbl TBI set up. With the option of the Port Mode which is great for the TPI MAF set ups. Very little re-pinning required along with adding a MAP sensor.

With the 4-injector upgrade can run a 4-bbl TBI set up. Or with that and the Port Mod, a 8-cylinder MPFI set up with low impedance injectors.

Then the EBL P4 system for those using the '7730 or '7749 ECM. This can be used on a single 1-bbl TBI, or a 4, 6, or 8 cylinder batch fire MPFI set up. Even have a guy looking at it to run a 5.5 HP Honda engine (yes, it should work).

The EBL SFI-6 is based on a GM 6-cylinder SFI ECM. So it has 6 injector drivers instead of the one or two that the EBL P4 system handles. In addition has more hardware to handle the individual injector control. Yes, there are individual injector trims in that calibration.

The GM hardware varies to match the capability that is required. So we have the code set up for the various hardware. Which has different amounts of RAM, and different hardware for the various capabilities.

RBob.

project89

iTrader: (1)

just wanted to make sure that the timing wouldnt freak out above 6,400 in case of the turbo 60* engine these things are well capable of spinning to 8-8,500 rpms. i have personally spun mine to 8,300 on a few occasions , but try to keep it around 7,600 as power does start to fall off with my current cam (268/272) something more along of the lines of 276/280 would let me spin a lil higher


thats what i figured my silverado was originally tbi but it has a 7730 and tpi swap
soon its getting twin turbos id love to try out the ebl as like i said alot of ppl here hold it in very high regard. the problem is i can get a ms system for less and i know that system inside and out

thats why i asked if the reg ebl flash being much cheaper would run on the 7730 that system is much much closer to the ms system price so i wouldnt hesitate to try it

Street Lethal

iTrader: (16)

Dave, stop hijacking the poor guy's thread...

project89

iTrader: (1)

lmao i pm'ed fast when i first hijacked it and said i was sorry for the hijack , i think fast is pretty damn near done with this thread anyway

hopefully he reads some of this and maybe just maybe makes a decesion to move away form code 59 wether it me an ebl or ms or another system that works properly

Street Lethal

iTrader: (16)

I'd like to see him go EBL-Flash, but for now I would just like to see him run the $8F code for the time being. Code is a drop in, and it's just a matter of changing his fuel tables and spark reference which he should be able to do in a few minutes because he already knows what his engine wants and what size injectors he is running. The hardest part would be adding a pin, or repinning for the wastegate solenoid, which is still pretty easy. Anyways I am done with this thread now too because I have little respect for those who bash people trying to help them. EBL, $8F or stick with $59. Choice is his, and I say $8F for the time being while he saves for a Flash system... but hey, what do I know.

fasteddi

iTrader: (2)

Im just flustrated. You guys should know who flustrates me on here. Its not this thread that irritates me but the whole v6 forum. Since im not a very smart person when it comes to this stuff, im thinking that im a better assest to this forum to just read what others write rather then open my mouth anymore. I think what flustrates me the most though is how little I know about tuning....

Ill give the 8f a shot on sunday. It only a few files i need to gather and I dont need to repin the wategate ATM. Im keeping the boost low. The wategate is holding me at 10psi quite well right now and thats a good spot for me to be at. Im almost certain that im going to have massive boost spiking at WOT if I let that boost contoler do its work and jack the boost. That 38mm wategate just isnt in the right spot anymore for that turbo. Im having a +2 psi spike now. So untill I weld in the WG in a better spot the boost is staying where its at. Ill read up some more about 8f also. Im not sure if theres a good hack for the WB off hand but ill search for one. Also I do remember repinning something else too. I think it was the VSS but to be honest that was a year ago and I cant remember. Also I "thought" that 8f was for dis systems. I would really just like to load a different mask and see if it idles right. That could help me eliminate some issues and then go from there. 8f to my knowledge doesnt have much support for hacked adx's but the bin file itself seems to resemble the $88 I started with a year and some change ago. I also have a 3bar map which im unsure will work with 8f. But that mask is all new to me and im reading my best to catch up on the basics of that mask.

I know you guys help me and im grateful for that. My appoligies for me coming off the wrong way.

RBob

iTrader: (1)

With $8F need to use a 2-bar MAP. Being DIS, need to change three parameters for it to work with a distributor.

I'm still on my first cup of coffee, but looking at the code, it appears that it is just two parameters. GM changed something from what I'm used to seeing. These two:

Just set them the same as when using a distributor. Can also open the EST/BYPASS so that the spark advance runs same as limp mode.

RBob.

RBob

iTrader: (1)

It was likely the TCC that you had to re-pin. Between $88 & $58/$59 it is on a different pin.

RBob.

Street Lethal

iTrader: (16)

Also Mark, don't be deterred with the 2-Bar setting. Dial the engine in with what you have using $8F, and you will see a tremendous difference, as well as why resolution is so very important. By the time you reach 15-psi, you should have your tune perfected, and if you need more than 15-psi it is as simple as adding two code references for a 2-Bar to 3-Bar Flag, keeping your VE where it needs to be, when it needs to be, so there is no need to kludge any numbers. When you understand this, you will then see why SFI-6 is undoubtedly the best ECM out there, because you automatically get that in Flash form, and it would be worth the addition of the 3.4 pan and timing cover if you ever went that route. But I digress. As for the lack of $8F support, remember what I said in the other post, people come to Bob because he is the source for all their support, and he is all the support you will ever need...

fasteddi

iTrader: (2)

Yup thats what I repinned. Do I have to put it back to the original spot on the 730 for the 8f mask?

If I burn off a chip for the correct changes needed, Will the mask/ecm understand the 3 bar map sensor for idle kpas? I would like to see if the idle is affected in a positive way? I also have a 1 bar(stocker) The main reason is because we have about 3inches of fresh snow on the ground today so theres no driving that ill be doing. I just would like to tinker with the idle on a new mask. Thanks again so much.

Street Lethal

iTrader: (16)

TCC control for $8F is pin B7...

fasteddi

iTrader: (2)

Is that a must, to change back if I try to start and log the new mask?