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DFI and ECMDiscuss all aspects of DFI (Digital Fuel Injection), ECMs (Electronic Control Module), scanners, and diagnostic equipment. Fine tune your Third Gen computer system for top performance.
I purchased an EBL P4 with embedded lockers for my SBC TURBO PROJECT (thread can be found on Power Adders).
I’ve done a fair bit of reading but I think this swap is more than I was expecting… 🤣
I added the MAP sensor pulling 5v from the TPS
Deleted the MAF Sensor and unplugged the MAF relays.
I pulled the connectors out of my 165 ECM so that I could install the comm port only to find the whole connector already full…
This leads me to believe that I’ll be removing and moving a fair bit right?
I follow directions fairly well
who wants to help me with this…
I do have chip burning, and tuning experience
Going from a '89 ('85 - '89) MAF setup to an EBL P4 requires a total re-pin of the ECM harness connectors. Need to also add the third connector. The eecis.udel.edu re-pin guide is correct for a '7165 to '7730. But not entirely correct for the P4 ECM.
Send me an email and I'll forward the '7165 to EBL P4 re-pin guide.
Sammy, you cannot make changes to the Bins that the system comes with. Open up Bin 3005 as you already did, but before you even get started, click on File > Save Bin As. then rename it and save it in a different folder elsewhere. Once you "save bin as", you will see the name of the Bin on the top left change from Bin 3005 to the new one you named, then you can start making changes to it while saving your work and changes to it...
Also, close both TunerPro and the WUD. Right click on the desktop shortcut for each (separately), and select the properties dialog. Under the compatibility tab should be a line that states to run this program as an administrator.
Click/check that line and OK out to close the dialog.
The issue with not being able to write the log file is a permissions issue. Laptop security too tight.
For sure the readings don't make sense. Doesn't take much to foul plugs with those big injectors, stock up. I have EBL Flash2 so might be different. Some simple stuff before the experts chime in: There's a BPC calc in the EBL Utility for mine, don't know about P4 did you do that? Also timing on the distributor (EST disconnected) set at at 6 degrees too?
Oh yeah, and don't forget to save and flash it in as a new BIN so you keep track of the changes
Last edited by brian p; Oct 19, 2021 at 03:17 PM.
Reason: one more thing
At key-on, engine-off on a cold engine, it is typical to get a low commanded AFR as you will be cranking the engine over to start. I see that the ECM is telling the WUD that a 2-bar MAP is installed.
But the WUD is also showing 12 psi of boost (should have stopped there). Either the MAP sensor is bad or it is wired incorrectly. Need to fix this.
Also, use the WUD diagnostic display to check the sensor values. This display will show the actual raw sensor values. Not the default values when there is a sensor malfunction. For a 2-bar MAP at sea level it should be at about 2.4 volts, 104 KPa.
Check the pin location on the MAP sensor itself in correlation with your connector's wires. I remember when I was posting on the Turbo Buick boards, a few of the guys were complaining of how some of the aftermarket MAP sensors they were getting on ebay needed to be inverted because their assembly produced the pin locations backwards...
D2 Map Ground (from ECM) > Map Sensor Pin A
C11 Map Signal (from ECM) > Map Sensor Pin B
C14 +5v Reference (from ECM) > Map/TPS Sensor(s) Pin C
- Rob
Edit: I just realized that although you started with a MAF harness, you went with the P4 and rewired the entire harness. So disregard the pin locations I wrote above, that is for the Flash system. So yes, confirm the pin locations on the MAP sensor first, make sure it aligns and matches with your wiring...
Last edited by Street Lethal; Oct 26, 2021 at 06:38 AM.
Edit: I just realized that although you started with a MAF harness, you went with the P4 and rewired the entire harness. So disregard the pin locations I wrote above, that is for the Flash system. So yes, confirm the pin locations on the MAP sensor first, make sure it aligns and matches with your wiring...
GM messed this one up. They first used a 3-bar MAP on the '89 TTA for the dash boost gauge. But then in subsequent 3-bar MAP releases switched the pin-out. It is the end two terminals that are reversed. From:
Those purchasing new 3 bar map sensors from AC Delco part numbers 213-1562 or GM 12223861 the sensor is wired internally different than the original TTA 3 bar.
The correction involves swapping the power and ground terminals to it. Whereas old sensor wiring is
A= 5v
B=signal
C=ground
New wiring for 12223861 or 213-1562
A=ground
B=signal
C= 5v
Bob, I think Sammy might also be running the 5v reference from the MAP sensor to the TPS (C to C) the same way the Flash guys do. Sammy, confirm your MAP sensor wiring as per the P4 schematic. Nothing goes to the TPS from the MAP. Terminal C on the MAP sensor (5v reference) goes straight to the ECM. Terminal A on the MAP sensor (Groundd) should go to both the ECM and the CTS (B)...
Sammy, wait for Bob to confirm the 5v reference lead off of the MAP sensor, as the P4 does not share that terminal with the TPS the way that the Flash system does. The P4 schematic will show that wire going straight to A4 on the back of the ECM from MAP Terminal C. No TPS whatsoever unless Bob gives the okay to splice into it...
Either way works. At the '7730/P4 ECM pins A4 & A5 are internally tied together. I listed it as using a MAF wire as it is easier then splicing into the TPS 5 V reference.
Getting there, need to set the 3-bar MAP flag and clear the 2-bar flag in the calibration and flash it in. The WUD should then also show that a 3-bar MAP is installed.
