Ok, I need or want to be able to datalog and see whats going on with my engine. fuel table, spark, timing..you know, all the paremeters and stuff.
As you can see in my sig. I have an 1987 which I guess has the ODB1 connection? and the 165 ECM?

I am using a newer style laptop with only USB ports.

what software and cable do I need to be able to datalog? I know some software does not work with the 165 ECM

so can you guys help me out?

I would like some good freeware to use and I'll just buy a cable to get me started.

I wanna be able to plug into my CAR data port and plug into the laptop and run the software and monitor or datalog the car data.

thanks!

thanks!

 

I have an 89 MAF system using the 165 ecm. i'm using a old laptop with a usb connection and i use craig moates flash n burn chip burner and his ALDL cable to connect to Tunerpro RT to do my datalogging.

cable plugs into the car aldl port and then into the aldl to usb converter box then to the USB laptop port. Run tunerpro RT and hit connect to ecm and it will start reading the ecm

 

what operating system you using on your laptop? Im using windows XP Media Center Version. Will it matter?

also how much was the cable? that software connects and datalogs no problem?

So with TunerPRo RT you can have it connected and drive around WOT or whatever while reading you ECM?

 

i'm using windows 2000 professional or something liek that...its older but wont matter. Tunerpro RT will run off anything. i had regular tunerpro on my desktop which is XP. does connect no problem but sometimes has a hard time connecting, like it takes awhile. sometimes will connect then freeze up and stop logging. I believe that is because of my laptop being older and not the best condition but i got it for free for this purpose. last 5 times i was out logging/scanning tho, it connected and ran fine.

i paid 80 bucks for his cable/converter box package at moates.net. cable was 30 but you need the aldl converter box which is 50. you can make your own cable i hear for cheap tho then you just need the box. not sure how to make the cable tho

 

good deal!...thats what I'll get then...I would rather buy it than try to make it...I like the way premade cables connect perfectly right into the ALDL port.

you da man!...thanks!

when I get it..I guess I'll be in here asking all kinds of questions...trying to learn this next!...

 

hey yo....Ok, I went ahead and ordered the cable from moates.com and I'll be using the free version of TUnercat RT to try and do my datalogging.
Ive been reading the "help" that comes with the tunercat but cant really grasp what I need to do to get it ready for the cable when it comes in. Dont I need to use some kind of $ file?
It cant be as easy as to just hook the cable up and bingo its starts logging.

Ive tried to do I search on here how to get tunercat to datalog but the "search" is not what it used to be and makes it harder to pinpoint what Im looking for.

Can someone help me out to have my software ready for the cable?

 

I did some more searching around and Im thinking I need the $32B file? what do I do with it and how can I get it.

 

when you open up tuner pro you need to open up a XDF file that will allow you to make changes to the chip. lets the program know what ecm/files your working with. my 89 uses the 165 ecm and the $6E xdf file. i want to say 87's used the $32B xdf file

when you want to datalog you need to go to the aldl/datalogging setup feature which is under the TOOLS menu. Select a definition file so that the program knows what ecm/chip your using so it can connect. I chose the 6E file as thats what my computer uses in my 89 MAF system.

Then make sure you go to tools---preferences to setup the ALDL/Emulation correctly. Interface type will be MAX232/2-Trans/AP pass. Then select which Communications Comm port your usb connection is. On my laptop its comm port 6. Target sample rate i used default at 10 hz. click apply and your ready to datalog, etc

 

I went to tunerpro's website and tried to download the $32B which is located in the downloads section...but it as a ECU file and I dont know what folder to put it in. I put it in the same folder that the $6e file is at..but the 6e is the XDF file and the 32b is not...Im getting confused. Does that mean that I cant use this program for my year car?

edit: after doing some more searching. I think I am suppose to use both files for the 89 which is the $6E files. because there is no $32B XDF files. someone else on this site has an 87 and is using the expaned $6E. SO im thinking both have the 165 and should work.
still trying to learn this.

 

i'm trying to remember this right... you probly could just use the 6E since you have the 165 ecm i do believe. It supposively is a better MAF system to use over the other years

 

yeah that what I got from searching and reading. Ok im reading, got it configured and ready for the cable.
WOW! you mean all the stuff to the left of the screen once in Tunerpro is what it will log? that is alot of sh*t.
Now, what is it Im going to log for? Do i just drive normally around do some full WOT runs. Im trying to figure out what needs to be changed in my chip to get it optimal.


on a side note, Orr? thanks for the help! and by the way, your car looks sick in race trim...love the tire combo, I would drive it like that all the time.

 

it doesnt log all that information
all of the stuff on the left hand side is the XDF file, the xdf file converts all of the information from hex into charts and tables so we can edit in a way that means anything
all of that stuff on the left is everything you can edit in the BIN, different xdf files will have different things in those columns, there may be a couple of xdf files for your computer that are all slightly different in how they display the information and what information they display, some more complete then others.

in the top you have constants, these are things like max and min temps for open and closed loop, how many lb the injectors are, max and min values for BLM and INT

the middle is flags for check engine codes and junk like that

and the bottom is your charts and graphs, those will have your VE, spark advance, PE accel enrichment and things like that

As for datalogging you want a bit of everything

im not sure how it registers with a maf car, but for my speed density car most of my tables are based off the MAP reading. so once im done datalogging and am going through the info, the information most useful is you look at any one row in excel, it will tell you what rpm your car was at at that given point, and then looking accross i can see what the map value was (which corresponds to how much throttle youre giving it) and at that specific map value and that rpm (which is how my VE or fueling table is charted as) i can look and see if the BLM and INT (fuel trim adjustment) were rich or lean

so when i open up the VE table in the bin, i know that at 2600 rpms and 60 bars map i was rich, so i might decide to pull a little bit of fuel out of that cell, and chances are if your VE graph is smooth youll be taking a little bit of fuel out from some of the cells around it. Theres a formula for taking fuel out but ive just been doing guess and check, and keeping an eye on it.

that was kind of a long explenation to your question, you want every situation, but you also want ti at all of the various readings your maf takes.

so youre talking from idle-lets say 5000 to start tuning, and if you can do that at 20% throttle, at 40% throttle at 50% throttle at 60% throttle etc you want every rpm range, at every vacuum level you can get. Also good to get things like up and down large hills because that effects the load on the motor. Also youre not going to want to start with WOT passes. Start at the bottom just cruising, up to like 60 % throttle, get that descent, and then work your way all the way upp to 80-90% as you get your VE table closer, that way you lower the risk of doing damage to the motor, youre going to have all sorts of things in the bin shut off for the sake of datalogging so youre not going to want to run it flat out right away

Also know that as long as Performance Enrichment (PE) is on when you go past around 50% throttle your BLM and INT values will appear to be dead on at 128 (simplified 128 means youre at 14.7:1 afr). You need to edit your bin to turn PE mode off, and youre going to want the max and min values for BLM and INT to be around 108 and 160. Just know that with PE mode turned off the car isnt adding that extra fuel, so if you see the INT hit 160 youre going lean and need to stay out of the throttle, until you can get another chip burned with more fuel in the VE table

 

um yeah ok?...


I understood about, ah? let justs say ZERO of that.

I think datalogging and attemping to do anything with my chip is way over my head.

loging seems to be easy, I'll just plug it in and drive around with it logging on my laptop but as far as doing anything with it is a different story.
I wont have any idea what Im looking at or looking for.

 

it looks/sounds like its gonna be very complicated but it really isnt all that bad. once you see how to use it, you'll be good to go. i'll see if i can upload some screen shots of Tunerpro to show you somethings

since you have a MAF system you wont have VE tables or things based off that. most of the tables deal with LV8 and MAF sensor grams/sec.

 

lol thats why theres a million and a half tech articles
datalogging wont help you much unless youre willing to edit stuff.

its confusing as all hell, im currently past the very basics, basic fuel and spark tuning, and thats when it seems to get really complicated lol. You'll spend many a nights banging your head off the wall just trying to understand what youre even reading in the tech articles.

do you at least understand the concept of how your maf sensor works?
thats probably the most important sensor for how your car runs, for my car its speed density instead of a maf, different way of getting the same sort of data.

do you understand the concept of the computer going into open and closed loop?

on your dataloggin there are two very important values, BLM (block learn multiplyer) and INT (integrator) basically these are what allow your computer to compensate your fuel mixture for whats going on. You have your fuel table which is a series of set values, but even if youre dead on, loads change when youre going up or down hill, or based on weather etc. so the blm and int are the computers way of adjusting the fuel mixture. Understand that either of them registering 128 means the mixture is dead on at 14.7 a/f which is the a/f your computer is set to try to achieve.

above 128 is lean and below 128 is rich. In the constants section you can edit what the max and min value are for both blm and int, the general consensus is you dont want it going past 108 or 160.

youre probably wondering what the difference between the two, basically int is the short term fuel adjustment, its the adjustment as it happens.

BLM is the long term fuel trim, its how the computer is trying to compensate in general.

the comments i made about performance enrichment are very important. In the tables section there is a table for performance enrichment, on the 8d XDF its wirtten as enrich performance i think. What PE does is when you go over a set % throttle (you can edit this in the bin) lets just say for arguements sake its 60% throttle at every rpm that engages PE and the car will add more fuel on top of your set fuel table as it sees a need for.

the problem for tuning is once PE is on your BLM and INT value will just appear as 128 solid in your datalogging, so you have no idea if youre rich or lean. you need to turn the PE setting so you need to reach 99% tps for it to engage. With it not engaged your blms will still be active and you can see what the motors really tuning. You just have to be careful because the car is no longer adding extra fuel so if you get on the gas there is the potential to go really lean. So with pe off if youre driving around datalogging with the laptop open and watching the values, if you see the blm and int values go to 160 that means youre super lean and its adding as much fuel as it can. At this point its a good idea to stay below whatever amount of throttle or rpm that was causing you to go that lean, until you can get home and add more fuel to the VE (fuel) table to correct the problem.

hope thats a little simpler? once you actually get your bin loaded in tuner pro and have a datalog to work off it gets a bit simpler cause you can see what were actually talking about.

i just got into this about a month ago and its really not that hard to get the basics so dont get discouraged. It does involve reading all the stickies posted in this section over and over again until they start to sink in tho, and a lot of banging your head off the wall trying to get it. Patience young jedi

 

LOL....I think you wrote all that just to overflow my brain more that it already was with you first post.

damn son! youve only been at it a month and already talking like a freaking rocket engineer for F-body's. LOL!!!

I was actually reading some of the sticky's now.
Yeah I really cant do much until I get the cable but see I still wont be able to edit anything or even read my current bin cause I cant with just the ALDL USB cable. THats just to be able to log. I still need to buy the BURN1 so I can actually read my bin and see whats its got programed into it. BUT, with logging I will be able to see what the bin is telling my chip to do either worng or right.

right?

 

lol well that post is 3/4 of my knowledge hah, those are the basics, but thats a lot of what you need to know to get started.

datalogging wont be that useful without having the burn1. As i said once the computer goes into PE which is like above half throttle you will have absolutly no reading as to wether your rich or lean, other then just the 02 sensor millivolts which i dont know how to convert into useable information, only thing it will be good for is to find out if the car is knocking at all.

it will also let you read/clear codes, and ummm....just little information like when the car is in closed loop, when the car is open loop etc

 

well crap!..then I gotta find the money some where to get me the BURN1.
If I cant really do anything without it....and the reason being is because I dont know if the PE mode is on or off. I got the chip from Jamy@LSRacingchips and I have no idea what he did it to.
I do know that the car just doesnt seem to run right up top and there is no way that he could have gotten it dead nuts the first time with just my specs. Ive since added 1.6 rockers so that will change something in the way the motor is going to act as far as air/fuel.

Well let me see what I can sell to round up the money and order the Burn1.
LOL...selling? its funny how we come up with money for speed!

 

PE mode will be on, thats the problem. Once PE mode is on (in my xdf its power enrich enable % tps) which is based on what % throttle youre at, but generally its around 60% that it engages, the blms stop giving you a reading, so theres no way to tell how rich or lean you are. This is why you need to set it so that PE does not engage until 99% tps, so you can go and tune with an accurate blm reading, then once you have your tune bang on you turn PE back on and your car runs amazing.

it will be good to datalog just to make sure the car is going into closed loop, and its just downright interesting to watch.

you definitly cant learn much about the tuning process tho until you can edit your bin and see what the car does.

since you already have a tune you will have an adapter chip plugged into the computer already. Chances are the chip is just plugged into a socket, and that you dont have a ZIF socket. buy one theyre like 7 bucks and makes it waaaay easier pulling the chip in and out

 

I hear ya!...yeah the chip in an adapter and not in a ZIF..I looked at that the other day. So yeah I'll go ahead and get one of those too. Cause your right I really wont be able to do much with the burn. Even if I was to datalog and send it back to the guy for an update I really dont think he would be able to do much not knowing whats its doing above 60 or so %
Im still trying to grasp all the stuff youve written but like you said it will be alot easier to understand once I atleast log and see what it is your talking about.

LOL, Ive been running around the house looking for stuff to sell!....I think that funny as hell! trying to round up enough for the the things I need.

 

too bad you missed the guy selling a cable, chips and a pocket programmer 2 for 50 bucks lol

i would have jumped on it for the chips and just sold the other stuff but i didnt get a chance to LOL

my problem with this is once you get the fuel/timing tuned up right without PE on, then turn the PE back on, wouldnt that overly richen the mixture? The whole point of PE is to add extra timing and fuel.

On MAF systems, you can only control fuel with the MAF up to 255gm/sec before it maxes out. After that you have to play with PE %enrichment vs RPM to get the fuel needed

 

my understanding is that all pe does is lock the blm table between 128 and your min blm so its just not allowed to try to lean out. only add more fuel if needed

and that being said if your fuel mixture at full throttle stays bang on at 14.7 (obviously not accounting that you probably have PE set to try to be reaching around 12.5 a/f) it will run perfect, and if it detects lean at all itll just add fuel up to your max.

i think pe is largely a safety thing just so it can never lean out at high rpm and can save lean programs

regardless you need a WB 02 to know for sure where youre at at high throttle

 

that makes sense, i havent really read thru alot of the tuning articles yet, just a few things. Will need to if i do a cam over winter

 

for the record thats just my understanding, i really have no clue what im talking about.

 

I believe that when you enter PE mode, the current BLM will be maintained IF it is adding fuel. Lean BLM will be forced to 128.
This can cause inconsistencies from run to run if your tune is not good and has variation that will show up at each point where PE is engaged.
PE mode operates "similar" to open loop, NO CORRECTION is done.
What ever the values are that are in PE tables are modifiers to the regular closed loop settings.
NO !
If you command lean it will be lean. It only does exactly as its programmed.
The regular tables are for controlling in closed loop, when PE mode is engaged the adder tables make the shift from the std 14.7 to whatever you are trying to achieve (12.5 AFR). There is no way to know without external equipment exactly what you actually have. By having a WB you can shift the values to obtain the value you desire but will be completly up to your edited values how it will respond.
This is why a WB can help. You will have AFR feedback while at WOT that you do not have with the narrow band sensor.
That is only used when not in PE mode.

As a side note, adjust the PE % threshold upward slowly while tuning. Turning it completly off before having the tune close can cause you to go lean regularly and possibly do some damage. Go slow and keep the progression constant so you know where you are while tuning.
HTH

 

so obviously theres a correction factor to make you a certain % richer everywhere. i think mines around 12.2 as it is from the factory, havent played with that yet.

but other then that doesnt it just read off the VE table? and it has to adjust for lean in some way, if its looking for 12.x and its seeing 14.7 after adding the 22% to the VE table, doesnt it adjust and add a little more fuel, even though you cant see the blms i was under the impression that it will compensate to go richer, and just if it sees lets say 11.2 super rich it still wont lean out tho to reach the 12.x itll only adjust rich

is that closer to being more correct?

 

Your making an assumption that there is correction ,added to settings during PE mode, there is not.
The VE table is used as the "base" value, then the PE table entries are used with the VE table (MAF Tables if not SD) to TRY and obtain the 12.5 or what ever AFR you are shooting for.
What ever the output is, it is.
There is no way for the ECM to know what the AFR is at that point so correction is not possible.

Separate the "modes" of operation in your head so you can see what I'm saying.
Closed loop = O2 sensor switching back and forth to provide feedback for the fuel control. If fueling doesn't maintain an average value of 14.7, the program can add or subtract (at programable rates) to maintain part throttle operation.
Once PE mode is engaged, the entire system operates from fixed values for the most part.
What ever the numbers are set to is what it will do.
If those numbers are set too lean, it will be lean.

The basic fueling table should be as close to optimum as you can get it for part throttle driving so the corrections are minimal. Then the adder tables can be more accurate at as to how close to the commanded AFR really is.
If you VE table is way off and the code is adding fuel.
Example: Cell is at 80 VE, BLM is adding 150 to make the fueling right.
When you try to change the commanded AFR by 12% where will the output be?
If your cell was at 85 and BLM was right at 128, the result "should" be closer to an actual 12% increase.
Hope that makes sense.

 

so basically tune the whole table with PE off, then when you turn it on, its time for the wideband. and if the wideband is reading over or under 12.5 or w/e u have it set to look for then adjust the VE table again accordingly

still trying to answer this question

 

Not to interfere but I am trying to datalog and I need to know what XDF file to use, I have a 91 TA with SD. Its the 8D file right? I installed it for tunercat but is that what I install in tunerpro RT?
Hey 19doug90 thank you for all that info you gave. For the first time it is all starting to make sense to me now.

 

lol np
ya your car will be speed density same as mine so its the 8d file
the basics are pretty simple to get when youre just messing with the ve and sa table, starting to read more of the tech articles where they start getting talking about gas law theory and such and it gets a little confusing

 

i guess its just the wideband that helps you achieve the AFR you want. I guess you turn PE off to get the basic table somewhat in line, then take out the wideband and turn the PE on and tune the PE tables to deliever the air/ fuel you want. somewhere around 14 to 1 part throttle light load driving, and near 12.8-13.0 to 1 for performance WOT

 

well in your PE tables one of them is xxx vs %afr. So if you calculate your max % change in afr youll know what the afr the computer is shooting for is.

then just tune your PE tables with PE engaged but using the WB to let you know if youre at the theoretical 12.8

ON THE OTHER HAND

if you just turn PE off until 99% and have your blms dead on all the way to 90 % tps when it adjusts for the 17% change in a/f or w/e in theory your tune should still be bang on

lol i dont know, theres always multiple ways of getting to the same end

 

I got the cable yesterday in the mail. I plugged it in and watched what it did but then I went to hit record and it did nothing, came up with an error but I figured out that I had to create and name an .ADL file for it to record to. Does it matter where I put that file? or does it have to go in a certain folder in the RT program?

Ok and once it does start to record will it only record what ever it is Im watching or will it still record all of the things?

Im placing my order from Moates on Monday for the Burn1, ZIF adapter and 1 512 chip so I will be set and ready to learn to program my own chips.

 

doesnt matter where you store it as long as you can find it

when datalogging it will record everything that it records all the time

also note that in your datalogging setup menu, theres a bar that say export selected session to .csv hitting that turns the .adl file you currently have selected into an excel file and you can view all the data in excel

 

That's the idea.
Yes, you need to know where you are. Without something to give you an indication there is only the butt-dyno and smell of smoke to guide you.
Pretty much blind adjustment.
That's the recommended way but do not just turn off PE. that could cause lean spots if th tune is not close. Adjust it upwards in 10-20 % increments and keep watching for lean.
The upper cells are not easily reached in normal driving. I've resorted to dragging brakes on the highway or large hills to reach some of them. Still have to put some guesses in there at times. Then its a matter of figuring out if you need the higher number in the VE table or the PE table.
Then after all that is done, try spark changes to see how the combo reacts to find more power or economy.
After that you will have changed the fueling requirement so go back and do the PT VE again.
Then cold start to warm up tweaks need to be made so the running values have the same performance in any weather condition or elevation.
Keep doing that for several years or until its "good enough".

Edit to answer the previous question:
Do not adjust the VE table to make a PE change.
Some do that in the higher cells of the VE table but is not a good idea because the cells are actually wrong if you end up in them when NOT in PE mode.
See the full writeup in the tuning guide for more details.

 

I recorded a little when I fired it up after being running about 2 hrs earlier. I have no idea what Im looking at. I already ordered the burner and stuff today so I should have that Wed.

anyone wanna take a look at it and see?

I can email it to ya as I cant attach excel files

 

none of it really means anything lol

wait until you have your bin downloaded, once your bin is loaded under the xdf file you can start to identify which are the most important graphs.

when you open your VE table with your bin loaded. if its spikey in places you probably want to smooth it out a little. Its actually really cool when you turn your table into a 3d graph you can actually grab individual points and move them up and down, to make it easy to smooth areas.

basically youre going to turn PE off as far as you feel comfortable with. and eventually work your way up to off until 99%

the PE table you need to edjust is something along the lines of performance enrichment engage % tps, does exactly what it sounds like, at various rpm points what % tps will engage PE mode. you want to work your way up to PE turned 99% off

The goal is to get your BLM's to stay near 128 through the entire rpm/maf range. So once you get your VE table good that while driving around your blms are staying near 128, then you can start messing with spark advance and other features of the tune.

NOTE if your blm and int values are staying at 128 you are either in open loop or PE, you must be in closed loop with pe not engaged for the blm value to fluctuate.

re-read my posts from before, they should start to make a little more sense. i explain how to use the blm and int value already

 

awight!
Yeah I'll just wait till I get the burner and stuff that way I can atleast read my chip that I have now.
So any of the datalogging need to be done once the engine goes into closed loop? while in open wont matter?

 

i have yet to understand how to really tune for open loop.

the car will run in open loop until it gets to a set temperature (which you can adjust if you choose), once its warm enough that your 02 sensor can function properly, itll go into closed loop.

it is possibly to tune for open loop but i have no idea how. When in open loop it more or less runs off set values. Once it goes into closed loop the blm and int will start to function and it will adjust for improper fuel mixture.

for starting tuning you want to be in closed loop with PE off
if the blm AND int value are steady at 128 youre either in open loop or pe is on
under the aldl stuff one of them is show values and one of them is show flags/bits i forget one of them shows if ur in open or closed loop

 

As a practical matter before I had a WB I tuned my 7747 VE with winALDL and used NB feedback to achive what I believed was were decent underlying fueling tables(125-130 BLM). When car went on the dyno I saw 11.9/1 WOT A/F and 12.2/1 WOT aka PE in back to back runs. My PE was commanded at 12.5/1. I dont believe I had any learning whatsoever at 4500-5300 rpms so my VE table was never adjusted for BLM in that area. I believe it simply grabbed that cell for 90-100 MAP and that RPM and created a PE value. It "assumed" the VE table had a 14.7/1 and added fuel. Well that was OK. Seems darn near impossible to datalog RPMs that are above 4500 rpms. I did set TPS for PE at 90% to attempt some logging at 3600-4400 but is a bit impractical unless on a track. Right?

Now I swapped ECUs and moved my tables to new ECU. These tables are expanded considerably so I made educated guesses at higher RPM's. Ran a datalog with LM-1 WB02 and showed extremely rich as I had expected as I set tables way rich on guesstimate. showed 11.0-11.3/1 for WOT-PE. so no way I could get NB feedback and BLM data so started to pull fuel out of tables and smoothen them and gradually got A/F to 12.6/1 in numerous WB logs.

 

good info
and you bring up a good point, in tuner pro i know ive done some 5k passes and its hard to get it to datalog anything over 4200, dont know if thts just a matter of not holding the rpm long enough or what

 

If you run say 2nd gear of 4 you will attain the higher RPM but not the higher map(90+KPA) for PE? when you load engine(PE) and run higher RPM you need to be in PE to cool engine down. so it is diificult to get a BLM. I cannot run 3rd gear of 4 without exceeding the speed limit times two. So the WB is the answer.

 

Riding brakes HARD on the freeway can get you there.
Just do it in small controlled doses.
Slow down to 45 and start applying brakes while increasing the throttle SLOWLY so as not to engage AE. Take it up to 4000 rpm or so.
Will get you to higher MAPS than on hills alone.
Unless you have really big hills and can apply brakes on them going up slowly.

 

whats up guys? ok I got my Burn1 and oh thanks for suggesting to get the ZIF adapter..your not kidding that thing makes it so much easier to remove and replace the chip..I also got an extra chip.
I think I managed to read my current LSR chip that was in my car. What I did was open tunerpro and control+B and opened The burn1..I selected the correct chip and I then read the chip and saved the buffer in my bins folder of Tunerpro. Right? or so I have to do some certain address? I didnt mess with that

From there Im at a stand still...how can I see whats on the chip? I think that I am able to click on anything to the left of tunerpro that should be whats on the chip? but I just see a bunch of numbers and they dont look correct. Like my advance spark says 89* or some crap like that.
Where is the VE table so I can see if its on or off? or what ever it was that you have beent alking about?
I dont know , can someone look at it and tell me if this indeed in my chip...or if I read it wrong...or am I trying to see whats in it wrong...

Ive been reading and reading but there is nothing that really says how to get started.....for someone that doesnt know about buffers addresses and suff.


here it is....you have to change the ext back to .bin I changed it to .txt

 

here I also converted it to text thru tunerpro...I wish there was a step by step that would show a beginner where to begin...and not with all this technical talk.

 

there really should be a tunerpro sticky on how to get started, but people helped me so ill try to help you

you have the burn1 plugged into the usb port and chip in the burn 1. in tuner pro select connect hardware and tunerpro will connect to the burn one. Once its connected in the same drop down menu as all ur aldl stuff youll be able to access something called moates something something

open that and you can read, clear and program the chip. You want to read the bin on the chip, and save that .bin file

you then open that bin, and as long as the xdf is loaded you should be able to see all your info in all of those tables on the side.

BTW youre thinking about PE being on which it will be. You just need to turn it part way off for tuning. PE= performance enrichment

VE is volumetric efficency, thats just your fuel table, should be somewhere in your tables/graphs

heres the first thread i put up, lots of info in it regarding my ecm and questions i had getting started
https://www.thirdgen.org/forums/diy-...ew-tuning.html

 

I did what you said.....but look at the second text file..thats the chip....nothing in there looks right. Unless the guy didnt know what he was doing.

 

that does look bizzare
cant imagine thats what you actually pulled off your chip.

lol also didnt know you could convert your bin to a txt file, thats cool how did you do that.

if your sa is actually like that, one of the other tables will be max timing and be aroudn 41, so youd just have 41 degrees everywhere or as much advance as the dist can provide, not sure how that works with different vacuum advances and such

but ya should top out somewhere around 30-40
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in tunerpro you can take the SA and VE tables and turn them into a 3d graph, can you take a screen shot of that graph

 

to change to text....its "export data to text file" LOL..I just found that messing around with it.
Yeah everything is like maxed out on most if not all the tables. but yeah that what I got off my chip. Im thinking that why the car runs like total crap!

I am so lost....I looked for for of the stuff that youm mentioned but I guess that the difference between SD and MAF.....I dont have any of the tables that you do.

Im still trying to figure out the screen shot deal....but all my tables in SA are 89.65
and I dont have VE..

you can look at my text file and see what everything is set to....looks to me everything is maxed out...

 

no itll definitly be different, thats kind of nuts tho i wouldnt even know where to start if its that far off.

i cant imagine they would of left it like that but who knows

i also have no idea why you dont have a VE table on there
should be upper and lowers of that regardless of maf or map

EDIT
Spark Reference Angle - Base Timing 89.65 Degrees
Maximum Spark Advance 89.65 Degrees

okay so your max spark advance is set to 89 degrees, wtf i hope someone chimes in on this, are they running the freaking dist 90 degrees out or something? i would be concerned about this

when you went dataloggin were you getting knock retard at all?
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all of your fan stuff is set to 300 degrees F shouldnt it be more like 140 160? ive never seen your system before but that seems waaay out from what it should be

you wouldnt happen to be able to get your stock bin would you?