I've got my Flash-n-Burn from Craig, and am beginning to look at the bin from the custom chip I'm using from a 3rd party source for my 383 SuperRam. Rather than throw blight on someone when I don't know for sure what I'm looking at yet, I will not name the source of my chip right now.

This is a 730 speed density setup. I've got iron Sportsman II heads, 10.5 compression, and Comp Cams custom roller cam (218I, 224E duration @.050, .525I and .502E lift with 1.6 intake roller rockers and 1.5 exhaust roller rockers). It's got a 5 speed and 3.42 LS rear. I'm using the bin from the 3rd party chip, and the 1227730_8dm.ecu file, please let me kow if there is a better ecu file to be using.

I'm on my 2nd iteration from this person, and now that I can see some of the data I'm using, I have some definite questions:

1. How much impact, if any, would using the wrong cylinder size (both the cu. in. and cc values) have? My vendor has been using values for a 350 instead of a 383 for both cylinder volumes.

2. Spark Advance - the spark advance seems extremely high (46* from 1600-2800RPM with map values in the 30-50 kPa range). I'm using TunerPro to view this data, and haven't figured out how to get a table from TunerPro into a post here, so I can't post the entire table as much as I'd like to. Does this seem anywhere near reasonable?

3. RPM/rev Limiter - It looks like the FUEL CUTOFF is set for 14640 RPM and the FUEL RETURN is set for 14733 RPM, though I'm sure I was told it was set for a 6000 RPM limit. Are these the correct values to be looking at for a "Rev Limiter"?

4. I've read the Prom 101 tech article. Maybe I missed it somewhere, but is there a fairly clean description of what each of the TunerPro descriptions names/titles are actually controlling?

That's fine for now, I guess. Probably more than anyone wants to address most likely. Right now I suspect I've got some errors and am looking to correct them myself and burn a new chip for my baby.

Appreciate everyone's time reading this!!!


- Vern

 

ttt

 

Answers hidden in quoted material.

 

Vern -

I can't answer your $8D specific questions, but I have two pieces of information to offer:

1) You can export you bin to a text file in the file manu of TunerPro. You can then copy and paste the appropriate table into a message. =)

2) You can email me your bin and I'll take a look at the rev limiter, etc, and see whats up.

Mark

 

Is there somewhere to change the cu. in. in with a 165 ECM?
If yes wouldsomeone tell me where to look.
I have TunerPro with AYPY bin.

 

165 bins ($6E being the most common), being a MAF setup, does not make use of cylinder volume. So no, there is no place in the bin that defines displacement.

 

Thanks Mangus, the 6e is the one i have.
I have another post I wish you would look at,
DIY PROM "idle problem"

Thanks,
Dewayne

 

With Mark's help I figured out how to post the spark advance table from TunerPro, so here it it:

Does these seem unusually high spark advance at the low end driving around town areas to anyone else?

- Vern

 

No replies?

I'm reagy to start my own programming efforts. What BIN should I start out with for my normally aspirated, iron headed, 10.5 compression, SuperRam 383? $8D, or does some one have a better one to use form my 730 speed density setup?

This is also a manual transmission (T-5) car.

Where can I get a good "starting point"? If it's $8D, where is a known good one?

Hope I get some answers to this post.....

Have a Great Day!!!



- Vern

 

Short thing about the timing. Donno what your base is set to in the prom but the max a SBC distributer will theoretically allow is 45 degrees. Probably should keep the timing from the dist. itself to at most 42 degrees to elimate possible cross arching. The ecm itself has provisions to put a cap on the max timing so no matter what is in the table you wont be able to exceed the limit itself, provided it hasnt been changed. If you need more then you could add some of it in as base time so you can get more then is imposed by the limit of the dist. Cant really comment on whether it has too much timing or not. Might want to carefully experiment and see what works best.

 

vernw,
WTF is the weirdness at
MAP 100, rpm 2800, 3200, 3600, 4000, 4400?

Also, some of the low MAP numbers seem over-advanced,
I'd be concerened with misfire.

contact

 

Very high.
I typically run like 36-38d. While running low timing won't allow for as lean of AFR transistion, it's alot easier on the motor.

In closed loop the ecm cycles from rich to lean to average 14.7. It's during the lean side of the cycling that forces the high advance numbers. One of the things I like to do is limit the high and low O2 limits, so the ecm doesn't toggle as lean or rich. Or so it seems.

AL heads take a lil more timing in light load areas. With less needed at WOT.

 

My base timing is set for 6* and my heads are cast iron Sportsman II's.

I guess my first efforts in DIY is going to be to drop the spark advance and then proceed on to the VE numbers....

Sound reasonable? Any suggested numbers to start out with?