Guys,

I have a friend that has a 87 TPI that he wanted me to program. They use the $32B definition. I have mainly been playing with my 89 ARAP base bin.

Can I just convert his new chip up to the ARAP chip? I know I read something about turning the VATs off. Is there anything else that needs to be done.

A while back a friend of mine tried to use the ARAP on an older car and the fans stayed on. Perhaps someone can help me out that has explored a wider variety of definitions.

Thanks. Hope this was not a dumb question....

 

heres a good reason to stick with the $32b and make it work.

 

I don't have the definition for the 32b. That is why I want to change over. If I burn a chip as normal will it would in his car?

 

i suggest yr freind should pay for the $32b def file for tunercat. its much easier to tune than the $6e. the table i put up is the table the ecm uses for injector firing. this one is modded from a 305 for an l98 350. if you need to add or subtract fuel just raise or lowerhe injetcor pulse width values. this was a first burn due to eprom issues. gotta get my proms. anyways if you look down a few posts i explained how this table works and how to use it to yr advantge.

MAF and why its such a pita ( the name of the post.)
youve got mail. i sent the winbin ecu file to you.

 

There's a flag for 'fan switch relay N/O' or something like that which may need to be reversed. Try it out both ways.

Then there's VATS.

And gotta physically disconnect the cold-start injector.

And of course you can't do the PW tuning like Funstick has shown.

But other than that' it's pretty cake for the conversion...

 

Sorry for being stupid, but do the 87 cars still use the ARAP bin? What is it if they don't....Now I am really confusing myself.

Guess we will just get the definition, and use whatever bin you guys suggest.


Thanks.
:hail:

 

Aaah! the light bulb just clicked on, Funstick. Maybe I should ditch this ARAP based bin and go back and start with a stock '87 32B, so I can gain that table. I read your post a few days ago on the MAF.

 

ive been doing the pulse width tunning with $3a $32 $32b but the $6e does nto have this ability. i dunno why. but what i will say is that the pw tunnign is alot easier to get right.

 

Funstick,

Thanks for the help. I will opt to use the 32 definition. Sounds like the other way he will have to do too many things and I don't think he is gonna want to do that stuff on his own.

OK still have two questions:

1. If I use the correct definition for an 87 vette, then do I just use the regular ARAP file? I guess I don't understand how other tables could be in the bin. I have used the 89 vette 6e many times. Just need some help understanding.

2. Could I use the 32 definition on my 89 vette instead. Sounds like you feel it is easier to tune the fuel curves. I am gonna be putting in a 406 and am sure I will need to mess with the AFR to get if straightened out.

Thanks for you guy's help. I just don't want to ship this thing and not have it work.

Thanks

 

Cant play mix+match with 32/32b and 6e. ARAP is 6e, cannot use 32 or 32b to change things on an ARAP chip. 87-88 are 32b, 89 is 6e. Pick one, stick with it. If you are working on a BIN that was originally 87 or 88, you have to use 32b to work with that chip. If you have a BIN that was originally 89 (read:ARAP), you have to use 6e. Thats how it works. Year of the car doesnt matter (aside of cold start injector being there or not), its the year of the BIN file that you are working with does matter.

I dont understand the fascination with the 32b. There's no highway mode, no IAC learn feature, uses a cold start injector setup, and really just doesnt work as well. With a little bit of effort (and not a whole lot either) I got a mildly radical 350 fuel curve just where it needs to be, and I get better idle and better fuel mileage to boot. If my fuel curve is right and wasnt hard to adjust, what do I need to tune my PW for? I just look at it as a useless gimmick, though some might find it easier.

 

your missing the bigger picture. $6e is fine for mildly warmed over engines. but for a higher output engine is just lack adjustability. if you could list the features that $6e has over $32 im sure they could be added into the 32. it would make for the best of booth worlds.

 

Madmax,

Could I get a copy of your bin so I can see where you made changes. This might help me tune my new cam/superram setup.
You can email it to wn@csi.com.
Thanks

 

What do you consider mild and what do you consider radical? How about a 224/232 cam with ported heads, siamesed base, all the other trimmings, HP peak somewhere around 5300 or so and best shift points at 62-6300? I dunno, I think its not exactly mild myself. Ive had it on a dyno, twice, with a wideband up the pipe and it was fairly close. I've improved it since then with the 6e.

I'd think it would be easier to put the PW table and calculation method into the 6e if you wanted to go that route, and could find the space in the bin to stick it. Theres very little free space you could squeak out of it. That or just throw in the towel and swap to SD.

I guess I just like floating on a different boat...

 

6e with the ARAP is definatly a better running and more refined approach. With very little effort I was able to tune it to work with my engine, and I have very little experiance in tuning proms.
My biggest problem was figuring out that ARAP didn't supply enough fuel for a hot start, after that it was all gravy.

 

well 6e cant accomodate a larger maf. unless you redo the maf tables which if you ask me is a big waste of time.also i dont think it runs better at all. im more inclined to add the highway spark mode to the 32 and 32b and then they are even. but with careful tunning of the spark table you could have hgihway mode if you wanted.

 

Is there a full disassembly of the 32/32B code on the table here? Because if not, then hiway mode, non-cold-start, and a short list of other things which 6E will do are not in the running for inclusion.

One of the big advantages of 6E is that it's pretty well documented. I imagine that 32/32B are similarly, but I haven't seen it to date. Anyone?

 

The only thing that I have seen is the actual mask for $32B and a mention somewhere that highway mode is in it, but the code was never implemented.

 

I have a disassembly of the 32b. I dont recall seeing highway mode in there, but I'll look again and see if I am mistaken.

The 32b cant accomodate for a larger MAF either, at least not anything that would be worthwhile in messing with. Both are limited to 255 gm/sec and that is the real problem.

 

There is, but only spark changes, no fuel changes.

 

There is a hac of 32 or 32b at the ecm guy webpage.

 

That's right, I almost forgot about that. I remember early on I tried to match it up with my 87 code but with no luck at all. Isn't it a "BUA" hac? For the aussie cars? Or is the source code essentially the same with some different params set?

 

BUA is the '86 Corvette, 350 TPI, '615 ECM, cast iron headed engine with an auto tranny and 3.07 rear gears.

RBob.

 

well people can say what they will but time after time i see the 32b run better than the 6e. and the only limiting facotr to maf flow is the max ouput FQ voltage of the maf. make a biger housng the airflow goes up. with a lower incoming airflow reading.

 

To clarify, what you're saying is consistent with what others are saying which could be viewed as contrary.

You can do the same thing with tuning the 6E for a larger MAF or whatever, but you'll have to jack around with the MAF Scalars/Tables. This is a more complex approach than the 'across-the-board' single-table adjustment of MAF-vs-PW that is available in the 32B code.

Does that sumarize? You can do it with the 6E also, but it's more complicated, and you're a lot less likely to get great results out-of-the-gate compared to a similar effort on 32B.

Hey, how about this: You can do fuel tuning on the 32B, and then once you figure what your MAF-vs-PW curve looks like when you're good, you can compare it to a baseline, and use that comparison to generate a 6E MAF table correction in terms of MAF-vs-g/s. That way, you could take the learnings from the easier 32B tuning and apply it to the 6E system, which everyone seems to be in love with.

This stuff really isn't that complicated, once you see how everything works together. In the end, there's just an input (MAF Volts) and an output (Inj PW). Up to the tuner to make sure that the stuff in the middle gets you to the desired AFR.

 

I see where you're headed with this... interesting idea.

I had 2 'knowledgeable' people from here tell me those tables arent used, which I should have figured could have been easily fixed. Are you positive changing the values in there does anything to the fueling? I might just play with that this weekend out of curiousity, see if I cant flood the car at part throttle

 

yeah it works read over the $32 $32b artcile to get a heads up i put almost all the info in there so far.it up in the stickys. good luck.