TBI guys, its time to update!
#51
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Engine: 5.7L V8
Transmission: 700R4
Originally posted by ben73
I imagine that there must be an a-d lookup table somewhere that converts the non-linear MAT voltage to 0-255 raw counts, and this is what ends up in the aldl stream.. I was hoping to manipulate this a-d conversion to match the curve of my wb, giving 147degC for 14.7 etc...
Not that easy????
I imagine that there must be an a-d lookup table somewhere that converts the non-linear MAT voltage to 0-255 raw counts, and this is what ends up in the aldl stream.. I was hoping to manipulate this a-d conversion to match the curve of my wb, giving 147degC for 14.7 etc...
Not that easy????
Or maybe datamaster can do the conversion for you. A lot of the parameters are sent at the binary numbers and converted to human readable by the scan tool.
#52
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Originally posted by ben73
Thanks Grumpy, but how do you mean 'spare' tps or map inputs? Are there more than one of each?
I imagine that there must be an a-d lookup table somewhere that converts the non-linear MAT voltage to 0-255 raw counts, and this is what ends up in the aldl stream.. I was hoping to manipulate this a-d conversion to match the curve of my wb, giving 147degC for 14.7 etc...
Not that easy????
Thanks Grumpy, but how do you mean 'spare' tps or map inputs? Are there more than one of each?
I imagine that there must be an a-d lookup table somewhere that converts the non-linear MAT voltage to 0-255 raw counts, and this is what ends up in the aldl stream.. I was hoping to manipulate this a-d conversion to match the curve of my wb, giving 147degC for 14.7 etc...
Not that easy????
#53
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
Originally posted by dimented24x7
I was hoping I could do the same with my ecm but the MAT works differently tehn a MAP or a TPS voltage type input. It probably has a resistor from a +5 volt source to the MAT input pin. Changing resistance of the CTS/MAT changes the voltage at the pin. Youd need to do some soldering to actually have it sense a 0-5 volt input.
I was hoping I could do the same with my ecm but the MAT works differently tehn a MAP or a TPS voltage type input. It probably has a resistor from a +5 volt source to the MAT input pin. Changing resistance of the CTS/MAT changes the voltage at the pin. Youd need to do some soldering to actually have it sense a 0-5 volt input.
Or if you're already in the c3 dim, just solder a few of the unused a/d chip pins to the some unused pins in the connector.
#54
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Car: An Ol Buick
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Transmission: Janis Tranny Yank Converter
Originally posted by ben73
Thanks Grumpy, but how do you mean 'spare' tps or map inputs? Are there more than one of each?
I imagine that there must be an a-d lookup table somewhere that converts the non-linear MAT voltage to 0-255 raw counts, and this is what ends up in the aldl stream.. I was hoping to manipulate this a-d conversion to match the curve of my wb, giving 147degC for 14.7 etc...
Not that easy????
Thanks Grumpy, but how do you mean 'spare' tps or map inputs? Are there more than one of each?
I imagine that there must be an a-d lookup table somewhere that converts the non-linear MAT voltage to 0-255 raw counts, and this is what ends up in the aldl stream.. I was hoping to manipulate this a-d conversion to match the curve of my wb, giving 147degC for 14.7 etc...
Not that easy????
Nope, it's not as easy as you might think.
You need a diagram of the pcm your using, then figure out the hardware reference in the code, and then write a patch similiar in execution to what the 749 WB patch does.
#55
Originally posted by 89350STRO
Count me in, I know several other people I have been talking to here that would be interested. But I'll let them speak for themselves.
Count me in, I know several other people I have been talking to here that would be interested. But I'll let them speak for themselves.
#56
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Originally posted by JPrevost
That would be a good idea worth checking into. Not that it would make a HUGE difference but having the ability to use a thermocouple in place of a resistor style cts would make turbo stuff a lot quicker to react. That all depends on how often the ecm looks up the cts which might negate the faster acting thermocouple. Just an idea to chew on .
Or if you're already in the c3 dim, just solder a few of the unused a/d chip pins to the some unused pins in the connector.
That would be a good idea worth checking into. Not that it would make a HUGE difference but having the ability to use a thermocouple in place of a resistor style cts would make turbo stuff a lot quicker to react. That all depends on how often the ecm looks up the cts which might negate the faster acting thermocouple. Just an idea to chew on .
Or if you're already in the c3 dim, just solder a few of the unused a/d chip pins to the some unused pins in the connector.
I wired up the unused pins over teh weekend. Havnt had a chance to try it out yet, though. Was hoping to try it and teh car out this week but I had a bit of a problem with the rear. Broke a damn tap off in the yoke when I was repairing the threads.
The CTS seems to fall into the non-critical catigory. The lookup may only be done a couple of times a second. However, the lookup simply could be moved to one of the main fuel or spark routines.
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Car: 1990 454SS
Engine: 489
Transmission: TH400
Quick question for you guys.
What if any advantage does the 8625 have over the 7060 pcm?
I ask because I know the 7747 to 7060 swap has been documented before & gives you the 8192 baud data and transmission control capabilities. I'm considering a 7060 swap myself but would consider the 8625 if there are additional advantages.
What if any advantage does the 8625 have over the 7060 pcm?
I ask because I know the 7747 to 7060 swap has been documented before & gives you the 8192 baud data and transmission control capabilities. I'm considering a 7060 swap myself but would consider the 8625 if there are additional advantages.
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If you're gonna do the 7747 to 8625 swap consider the 16197427. It is the latest and greatest. It superceded the 8625, 16156930, 16196395. This PCM can be used with several Mask, $0D, $0E, $31, $63, $8C, or the $E6. The $0D is probably the most widely used and best understood of the above mentioned Mask for the 16197427 PCM.
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Originally posted by heavychevy454ss
Quick question for you guys.
What if any advantage does the 8625 have over the 7060 pcm?
I ask because I know the 7747 to 7060 swap has been documented before & gives you the 8192 baud data and transmission control capabilities. I'm considering a 7060 swap myself but would consider the 8625 if there are additional advantages.
Quick question for you guys.
What if any advantage does the 8625 have over the 7060 pcm?
I ask because I know the 7747 to 7060 swap has been documented before & gives you the 8192 baud data and transmission control capabilities. I'm considering a 7060 swap myself but would consider the 8625 if there are additional advantages.
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Any of the PCM's (8625, 16156930, 16196395, 16197427) will control the 4L80E or the 4L60E or for that matter the 700R4 (see Ben73's application above), all you have to do is change the mask being used. The $0E is one of the mask for the 4L80E there may be others.
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Last edited by 89350STRO; 12-17-2004 at 07:20 AM.
#61
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Well, time for an update...
I have been racing and driving around with this PCM for some time now and I must say that it is LIGHT YEARS ahead of the older 7747 and 8746 ECM's.
The good news today is that I just managed to get the PCM to control the 700r4 TCC!!! It took a fair bit of experimentation, but it is now working... So the swap is now complete and fully functional ;-)
I have been racing and driving around with this PCM for some time now and I must say that it is LIGHT YEARS ahead of the older 7747 and 8746 ECM's.
The good news today is that I just managed to get the PCM to control the 700r4 TCC!!! It took a fair bit of experimentation, but it is now working... So the swap is now complete and fully functional ;-)
#63
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Sure, basically, you connect the TCC to the 3-2 shift solenoid output and enable the 'shift light' function in the bin, along with the autotrans and 700r4 flags, and also tell it that there is no DRAC module..
It is pin E2.
Its not difficult, just requires a combination of elusive changes to make it all happen ;-)
It is pin E2.
Its not difficult, just requires a combination of elusive changes to make it all happen ;-)
#64
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Originally posted by ben73
Sure, basically, you connect the TCC to the 3-2 shift solenoid output and enable the 'shift light' function in the bin, along with the autotrans and 700r4 flags, and also tell it that there is no DRAC module..
It is pin E2.
Its not difficult, just requires a combination of elusive changes to make it all happen ;-)
Sure, basically, you connect the TCC to the 3-2 shift solenoid output and enable the 'shift light' function in the bin, along with the autotrans and 700r4 flags, and also tell it that there is no DRAC module..
It is pin E2.
Its not difficult, just requires a combination of elusive changes to make it all happen ;-)
At what point did you utter the magic words "Presto, Chango"?
#65
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Originally posted by ben73Sure, basically, you connect the TCC to the 3-2 shift solenoid output and enable the 'shift light' function in the bin, along with the autotrans and 700r4 flags, and also tell it that there is no DRAC module. It is pin E2. Its not difficult, just requires a combination of elusive changes to make it all happen ;-)
#66
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
I finally started working on a good $0D hack for this damn thing so I can do some coding on it. It looks like a real PITA.
One question, though, is this a dual MPU PCM? I heard, and possibly see, that it has two MPUs to help with the control of the trans.
One question, though, is this a dual MPU PCM? I heard, and possibly see, that it has two MPUs to help with the control of the trans.
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Dunno about that.. I can pop the cover off and look if its going to be visible/obvious??
I use the $E6 code, but its almost identical to the $0D. I have a good hack and .xdf if you want to use them?
I use the $E6 code, but its almost identical to the $0D. I have a good hack and .xdf if you want to use them?
#68
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Hmmm. I dont know if it would be obvious but Id assume youd see two large surface mount chips? Ill have to get one for myself.
As far as the hack goes, every little itty-bitty thing has to be commented and understood if your making changes. Real pain in the butt. Im building on top of the $0D hack and adding further comments to the swaths of code that arnt commented.
As far as the hack goes, every little itty-bitty thing has to be commented and understood if your making changes. Real pain in the butt. Im building on top of the $0D hack and adding further comments to the swaths of code that arnt commented.
#71
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Its apparent that the engineers are really out of control when theyre programming the more complex PCMs Cant even fathom what the newest pcms look like.
1000 text lines in to the hack (out of nearly 50,000 ) and theyre already using dual 256 byte coolant temp tables, each with their max resolution located at a different area, to form a high resolution coolant term. They even base the filter coeff for the slow filtered tps off of coolant temp. Looks like there are a whole slew of factors for just about everything imaginable. And, I havnt even gotten out of the power-on/reset vector yet. I guess this is GMs take on 'Its not more then you need, just more then your used to.' I think a quote from Scotty best summarizes how I feel: 'The more complicated you make the drain, the easier it is to stop up the plumbing.'
I know this helps with drivability, but damn, it looks like you could spend eons tuning all the little this' and thats. One could just leave all this stuff alone, but then all of it turns into little gremlins that make the computer do unexpected things.
1000 text lines in to the hack (out of nearly 50,000 ) and theyre already using dual 256 byte coolant temp tables, each with their max resolution located at a different area, to form a high resolution coolant term. They even base the filter coeff for the slow filtered tps off of coolant temp. Looks like there are a whole slew of factors for just about everything imaginable. And, I havnt even gotten out of the power-on/reset vector yet. I guess this is GMs take on 'Its not more then you need, just more then your used to.' I think a quote from Scotty best summarizes how I feel: 'The more complicated you make the drain, the easier it is to stop up the plumbing.'
I know this helps with drivability, but damn, it looks like you could spend eons tuning all the little this' and thats. One could just leave all this stuff alone, but then all of it turns into little gremlins that make the computer do unexpected things.
#72
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dim,
I think Ben73's experience has been that he can leave most of this stuff alone and have it run better than a highly tweaked 7747. I'm hoping to do this shortly. Have the 8625, harness adapter, and K/S mod done.
I think Ben73's experience has been that he can leave most of this stuff alone and have it run better than a highly tweaked 7747. I'm hoping to do this shortly. Have the 8625, harness adapter, and K/S mod done.
#73
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Theres definatly no doubt that itll run better then a stock 7747. The big question for me is, how much of that will have to be touched?
#74
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Having worked with the 7747 for the last 3 years, the 8625 feels like your drinking out of a firehose. It would have been nice to stick with the 7747 albeit with 8192 baud from the Speedreader and the increased resolution available through RBob's Ultimate code. But I'm not sure of the timelines on that project, and I need somenthing that allows me to extract better idle, part throttle and WOT performance than what's available through the stock 7747 code.
#75
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Dominic,
Once you get going with the later PCM, I'm sure you will agree it is easier than working with the 7747, especially with the Ostrich and proper datalogging capability via Datamaster. Because you can see EVERYTHING thats going on via Datamaster, it removes all the guesswork and experimentation/trial & error stuff you do with the 7747. ie, you can see what it is trying to do, target AFR's, actual SA, target idle, IAC targets etc etc..
Imagine how much easier all that 7747 idle crap would be if you could see what the ecm was doing! How many times have you made a change with the 7747, like 'Cold Comp. Spark Adv." and started the car back up and wondered if it is now actually doing anything different??? Now you just type a new number into Tunerpro, the 'O' updates it in the blink of an eye, and then you instantly see the change reflected in Datamaster. When you have come from a background of stopping the car to remove and burn chips, you will be far more productive this way.. No more guessing/wondering..
Once you get going with the later PCM, I'm sure you will agree it is easier than working with the 7747, especially with the Ostrich and proper datalogging capability via Datamaster. Because you can see EVERYTHING thats going on via Datamaster, it removes all the guesswork and experimentation/trial & error stuff you do with the 7747. ie, you can see what it is trying to do, target AFR's, actual SA, target idle, IAC targets etc etc..
Imagine how much easier all that 7747 idle crap would be if you could see what the ecm was doing! How many times have you made a change with the 7747, like 'Cold Comp. Spark Adv." and started the car back up and wondered if it is now actually doing anything different??? Now you just type a new number into Tunerpro, the 'O' updates it in the blink of an eye, and then you instantly see the change reflected in Datamaster. When you have come from a background of stopping the car to remove and burn chips, you will be far more productive this way.. No more guessing/wondering..
#76
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"Now you just type a new number into Tunerpro, the 'O' updates it in the blink of an eye, and then you instantly see the change reflected in Datamaster. When you have come from a background of stopping the car to remove and burn chips, you will be far more productive this way.. No more guessing/wondering.."
Hurray!!!
Hurray!!!
#77
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Car: Take your pick. Probably a '72 Cheyenne/20 or '91 Maxima
Engine: Truck has a 350 W/454 TBI, 350 Injectors, 7747/G2/Atmel
Transmission: TH350...Aint dat a bitch
Interested in doing the swap, but have a few questions...
1) what is the B7 mod and (why not or can I) use the single wire knock sensor that works with the 7747?
2) what sort of O2 sensor came stock on the truck that ECM came out of (#wires?)
3) My truck currently has a TH350, eventually going to swap that for a T56. I don't *really* care about the transmission as it only has to last for another 500 miles, tops, but would running in manual mode destroy the auto, or would running in 700r4 mode set a code?
4) Having only done some tuning on the 7747 I'm not really well versed in "masks", what is the stock mask on the 8625 and what others is it capable of running?
5) what is the stock EPROM in the 8625 and has anyone used the ostrich with the 8625 yet?
1) what is the B7 mod and (why not or can I) use the single wire knock sensor that works with the 7747?
2) what sort of O2 sensor came stock on the truck that ECM came out of (#wires?)
3) My truck currently has a TH350, eventually going to swap that for a T56. I don't *really* care about the transmission as it only has to last for another 500 miles, tops, but would running in manual mode destroy the auto, or would running in 700r4 mode set a code?
4) Having only done some tuning on the 7747 I'm not really well versed in "masks", what is the stock mask on the 8625 and what others is it capable of running?
5) what is the stock EPROM in the 8625 and has anyone used the ostrich with the 8625 yet?
#78
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Originally posted by greenbuggy
Interested in doing the swap, but have a few questions...
1) what is the B7 mod and (why not or can I) use the single wire knock sensor that works with the 7747?
2) what sort of O2 sensor came stock on the truck that ECM came out of (#wires?)
3) My truck currently has a TH350, eventually going to swap that for a T56. I don't *really* care about the transmission as it only has to last for another 500 miles, tops, but would running in manual mode destroy the auto, or would running in 700r4 mode set a code?
4) Having only done some tuning on the 7747 I'm not really well versed in "masks", what is the stock mask on the 8625 and what others is it capable of running?
5) what is the stock EPROM in the 8625 and has anyone used the ostrich with the 8625 yet?
Interested in doing the swap, but have a few questions...
1) what is the B7 mod and (why not or can I) use the single wire knock sensor that works with the 7747?
2) what sort of O2 sensor came stock on the truck that ECM came out of (#wires?)
3) My truck currently has a TH350, eventually going to swap that for a T56. I don't *really* care about the transmission as it only has to last for another 500 miles, tops, but would running in manual mode destroy the auto, or would running in 700r4 mode set a code?
4) Having only done some tuning on the 7747 I'm not really well versed in "masks", what is the stock mask on the 8625 and what others is it capable of running?
5) what is the stock EPROM in the 8625 and has anyone used the ostrich with the 8625 yet?
2. dunno, but it doesn't matter.. if you have a 1 wire and its located close enough to the head to be hot enough to work properly, no prob.. if you use a heated one now, thats cool too....
3.. with a th350 or a manual trans, just tick the flags that tell the pcm the engine has a manual trans bolted behind it, and it won't care about any trans/tcc issues..
4. stock is $E6, but i am certain it will run $0D and one other that escapes me ATM..
5. stock eprom is a memcal mounted 27c512. i have an ostrich in mine and cannot rave about it enough! it is truely A-W-E-S-O-M-E and so is Craigs service..
#79
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Originally posted by ben73
Dominic,
Once you get going with the later PCM, I'm sure you will agree it is easier than working with the 7747, especially with the Ostrich and proper datalogging capability via Datamaster. Because you can see EVERYTHING thats going on via Datamaster, it removes all the guesswork and experimentation/trial & error stuff you do with the 7747. ie, you can see what it is trying to do, target AFR's, actual SA, target idle, IAC targets etc etc..
Dominic,
Once you get going with the later PCM, I'm sure you will agree it is easier than working with the 7747, especially with the Ostrich and proper datalogging capability via Datamaster. Because you can see EVERYTHING thats going on via Datamaster, it removes all the guesswork and experimentation/trial & error stuff you do with the 7747. ie, you can see what it is trying to do, target AFR's, actual SA, target idle, IAC targets etc etc..
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Car: Take your pick. Probably a '72 Cheyenne/20 or '91 Maxima
Engine: Truck has a 350 W/454 TBI, 350 Injectors, 7747/G2/Atmel
Transmission: TH350...Aint dat a bitch
Originally posted by ben73 5. stock eprom is a memcal mounted 27c512. i have an ostrich in mine and cannot rave about it enough! it is truely A-W-E-S-O-M-E and so is Craigs service.. [/B]
Gotta agree on craigs service, I've been extremely happy with everything I've purchased from him and gotten it fairly quick too.
#81
Originally posted by dimented24x7
I dont have an emulator and I already could datalog at higher rates via a subroutine in the ecm so the only thing Im really after is the extra power, hardware capabilities, and the cavernous eprom. All of which this appears to have
I dont have an emulator and I already could datalog at higher rates via a subroutine in the ecm so the only thing Im really after is the extra power, hardware capabilities, and the cavernous eprom. All of which this appears to have
#82
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Originally posted by HaulnA$$
What? No emulator! Wow, whoda thunk it.
What? No emulator! Wow, whoda thunk it.
Thats one thing I forgot about, that cursed on-board rom. I have RBobs romless board as well as the extra 4K of addressable ROM space mod on the C3. Only gives 16K of total eprom space, though, but with the C3, thatll hold more code then the proc. can execute.
EDIT: Ah, now I remember why I never got the emulator. I havnt had any power in my interior for the longest time so there was no cigarette lighter to power stuff and the laptop would only go for a 1/2 hour on the shot battery. By the time I got done datalogging it would crap out and Id return home to quickly recharge and update the chip. I have power again so Ill be able to use all the extras.
Last edited by dimented24x7; 06-16-2005 at 10:36 AM.
#83
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Originally posted by greenbuggy
Ok, so the ostrich should just fit in by removing the 27c512 from the board and soldering in a chip socket, right? Or do I need a different adapter from craig (I already have a G2 for my '7747)
Gotta agree on craigs service, I've been extremely happy with everything I've purchased from him and gotten it fairly quick too.
Ok, so the ostrich should just fit in by removing the 27c512 from the board and soldering in a chip socket, right? Or do I need a different adapter from craig (I already have a G2 for my '7747)
Gotta agree on craigs service, I've been extremely happy with everything I've purchased from him and gotten it fairly quick too.
or you can buy a G1 from craig.
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Car: Take your pick. Probably a '72 Cheyenne/20 or '91 Maxima
Engine: Truck has a 350 W/454 TBI, 350 Injectors, 7747/G2/Atmel
Transmission: TH350...Aint dat a bitch
I just picked one up off ebay for $34 shipped. Will let eveyone know how the swap goes when I get it (should be here later this week)
#85
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
I might be moving to the dark side soon... no not TPI, but this p4 pcm . I've got a hopeful link to a 94 4L60e with only 9k miles and upgarded clutchs. If I get it, I'm going $0D like I had been wanting to do for YEARS. Check out this tread I posted in 01; https://www.thirdgen.org/techbb2/sho...threadid=38951
As proof that I've wanted to do this. I just wasn't in any position at the time (being a daily driver) to fiddle around with the wiring. Now that's it's been tried and true, I can dive in. I hope to make some patchs for this ecm. One thing I really want is a switch for performance mode shifting. You can do it with the 94-95 f and b-body lt1 pcm's with some wiring so I bet it could be done with this. The code for controling the trans is probably very similar. That's the ultimate control. Having done a few tunes on the electronics trans I'm hooked. I'll save the ultimate TBI for another vehicle, hopefully f-body.
As proof that I've wanted to do this. I just wasn't in any position at the time (being a daily driver) to fiddle around with the wiring. Now that's it's been tried and true, I can dive in. I hope to make some patchs for this ecm. One thing I really want is a switch for performance mode shifting. You can do it with the 94-95 f and b-body lt1 pcm's with some wiring so I bet it could be done with this. The code for controling the trans is probably very similar. That's the ultimate control. Having done a few tunes on the electronics trans I'm hooked. I'll save the ultimate TBI for another vehicle, hopefully f-body.
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
the pcm is cool, but its also much more complicated then the tbi ecms on the code side. I could work on the C3 in my sleep, but this P4 is about 4x as complicated with 4x the ammount of code. It could take me close to a year or more to complete the hack
#87
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
Originally posted by dimented24x7
the pcm is cool, but its also much more complicated then the tbi ecms on the code side. I could work on the C3 in my sleep, but this P4 is about 4x as complicated with 4x the ammount of code. It could take me close to a year or more to complete the hack
the pcm is cool, but its also much more complicated then the tbi ecms on the code side. I could work on the C3 in my sleep, but this P4 is about 4x as complicated with 4x the ammount of code. It could take me close to a year or more to complete the hack
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Originally posted by JPrevost
I might be moving to the dark side soon... no not TPI, but this p4 pcm . I've got a hopeful link to a 94 4L60e with only 9k miles and upgarded clutchs. If I get it, I'm going $0D like I had been wanting to do for YEARS. Check out this tread I posted in 01; https://www.thirdgen.org/techbb2/sho...threadid=38951
As proof that I've wanted to do this. I just wasn't in any position at the time (being a daily driver) to fiddle around with the wiring. Now that's it's been tried and true, I can dive in. I hope to make some patchs for this ecm. One thing I really want is a switch for performance mode shifting. You can do it with the 94-95 f and b-body lt1 pcm's with some wiring so I bet it could be done with this. The code for controling the trans is probably very similar. That's the ultimate control. Having done a few tunes on the electronics trans I'm hooked. I'll save the ultimate TBI for another vehicle, hopefully f-body.
I might be moving to the dark side soon... no not TPI, but this p4 pcm . I've got a hopeful link to a 94 4L60e with only 9k miles and upgarded clutchs. If I get it, I'm going $0D like I had been wanting to do for YEARS. Check out this tread I posted in 01; https://www.thirdgen.org/techbb2/sho...threadid=38951
As proof that I've wanted to do this. I just wasn't in any position at the time (being a daily driver) to fiddle around with the wiring. Now that's it's been tried and true, I can dive in. I hope to make some patchs for this ecm. One thing I really want is a switch for performance mode shifting. You can do it with the 94-95 f and b-body lt1 pcm's with some wiring so I bet it could be done with this. The code for controling the trans is probably very similar. That's the ultimate control. Having done a few tunes on the electronics trans I'm hooked. I'll save the ultimate TBI for another vehicle, hopefully f-body.
I'm really liking the recent interest in these PCM's, the more guys that are running them, the more patches and tools we will have.. Some cool patches would be a WBo2 input to put into the ALDL and also cooling fan control IMO..
I'd like to do a $0D vs $E6 comparison. I run $E6 and have put a heap of work into a really nice .xdf, and am therefore reluctant to change.. I have looked thru the $0D hac and it seems essentially the same.. Anyone know of any significant differences?
#89
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ben73,
Lord don't I wish RBob and JPrevost would gaze upon this PCM and enlighten the rest of us.
Ben,
However, you are the trailblazer.
Lord don't I wish RBob and JPrevost would gaze upon this PCM and enlighten the rest of us.
Ben,
However, you are the trailblazer.
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Originally posted by JPrevost
Yeah, 64KB, even with a quarter of it blank, is a lot of code. How much is code and how much is just calibration tables? I've looked at the hack but only briefly, I haven't disassembled it because I'm still a noob with this stuff. I have a hard time playing darts and counting in my head!
Yeah, 64KB, even with a quarter of it blank, is a lot of code. How much is code and how much is just calibration tables? I've looked at the hack but only briefly, I haven't disassembled it because I'm still a noob with this stuff. I have a hard time playing darts and counting in my head!
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Originally posted by Dominic Sorresso
ben73,
Lord don't I wish RBob and JPrevost would gaze upon this PCM and enlighten the rest of us.
ben73,
Lord don't I wish RBob and JPrevost would gaze upon this PCM and enlighten the rest of us.
I'm still struggling with a part of the TCC stuff and rapidly learning to read assembly.. Some of the real guru's getting involved would really speed up progress!
#92
$0D cooling fan control patch.
Originally posted by ben73
...I'm really liking the recent interest in these PCM's, the more guys that are running them, the more patches and tools we will have.. Some cool patches would be a WBo2 input to put into the ALDL and also cooling fan control IMO...
...I'm really liking the recent interest in these PCM's, the more guys that are running them, the more patches and tools we will have.. Some cool patches would be a WBo2 input to put into the ALDL and also cooling fan control IMO...
From the $0D hack:
L400E FCB $00 ; MODE WD, AFR 4 0000 0000
; b7 1 = not used
; b6 1 = not used
; b5 1 = LATCH ERR 45
; b4 1 = USE L496F WITH ASYNC FUEL DELIVERY (LOW BPW OFSET vs BPW)
;
; b3 1 = VAR TUNE CNT'L
; b2 1 = SHIFT LIGHT ENABLE
; b1 1 = USE ALT CMAP Vs. MAP LD FOR FUEL CUR HYST PAIR
; b0 1 = USE ALT CMAP Vs. MAP LD & AD MAP FOR BLM ENABLE
;---------------------------------
L400F FCB $18 ; MODE WD, DIG I/O 0001 1000
; b7 1 = MAN, (0 = TCC)
; b6 1 = TCC (Non Elect xmish)
; b5 1 = not used
; b4 1 = CONV OVER HEAT
;
; b3 1 = KNK RETARD
; b2 1 = A/C CLUTCH CNT'L, 0 = VAR TUNE
; b1 1 = not used
; b0 1 = 1 DO RPM/MPH LMT, (GOV'R OPT)
;---------------------------------
Turn on bit 3 at L400E, turn off bit 2 at L400F. This enables the output for Manifold Tuning Valve control. Here is the cal table:
;---------------------------------------------
; CPI MANIFOLD TUNING CONTROL CALIB
;
;---------------------------------------------
ORG $412B ;
L412B FCB 0 ; 0 LO RPM, LOWER HYST
L412C FCB 0 ; 0 LO RPM, UPPER HYST
;
L412D FCB 0 ; 0 HI RPM, UPPER HYST
L412E FCB 0 ; 0 HI RPM, LOWER HYST
;
L412F FCB 0 ; 0 % TPS, LOWER HYST
L4130 FCB 0 ; 0 % TPS, UPPER HYST
;
L4131 FCB 0 ; -40 c COOL, CUT OFF
;---------------------------------------------
Here is the routine:
**********************************************
* CPI MANIFOLD TUNING CONTROL CALIB
*
**********************************************
D399: LD399 LDX #$400E ; MODE WD, AFR 4
D39C: BRSET 0,X,#$08,LD3A2 ; BR IF b3, 1 = VAR TUNE CNT'L
; .. else
D3A0: BRA LD3C6 ; EXIT
D3A2: LD3A2 LDX #$412B ; INDEX CPI QUAL'S LIST
;
D3A5: BRSET L0052,#$08,LD3B0 ; BR IF b3, VARIABLE TUNING CNT'L
D3A9: LDAA L00A2 ; COOLANT VALUE
D3AB: CMPA 6,X ; -40 C COOL CUT OFF
D3AD: BCS LD3C6 ; BR IF COOL LT THRESH
;
; CK RPM QUAL'S
;
D3AF: INX ;
D3B0: LD3B0 LDAA L0062 ; CURRENT RPM/25
D3B2: CMPA 0,X ; 0 LO RPM LOWER/UPPER HYST
D3B4: BLS LD3C6 ; EXIT IF LESS THAN OR SAME
D3B6: CMPA 2,X ; 0 HI RPM LOWER/UPPER HYST
D3B8: BHI LD3C6 ; EXIT IF HIGHER
;
; CK TPS QUAL'S
;
D3BA: LDAA L01FC ; CURRENT % TPS
D3BD: CMPA 4,X ; 0 % TPS LOWER/UPPER HYST
D3BF: BLS LD3C6 ; EXIT IF LESS THAN OR SAME
D3C1: BSET L0052,#$08 ; SET b3, VARIABLE TUNING CNT'L
D3C4: BRA LD3C9 ; EXIT VIA RTS
D3C6: LD3C6 BCLR L0052,#$08 ; CLR b3, VARIABLE TUNING CNT'L FLAG
D3C9: LD3C9 RTS
;----------------------------------------------
If you want hysteresis, simply replace the current RPM lookup at D3B0 with the current temp term (L00A2) and set the cal table with the upper and lower entry and exit temp values instead of RPM. If you don't want hysteresis, replace the current TPS term at D3BA with the current temp term and set the cal table with entry and exit temp values instead of TPS. This routine and output could also easily control a Nitrous solenoid. I have more cool stuff in the works as well like using the Linear EGR valve position input to log WB02. It is a real A/D input. Enjoy
#94
Originally posted by ben73
Awesome! I am spending some time tomorrow nutting out the TCC stuff, so i'll check that out then also!
Awesome! I am spending some time tomorrow nutting out the TCC stuff, so i'll check that out then also!
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Originally posted by HaulnA$$
The people on the truck boards say it can't be done. We'll see who has the last laugh.
The people on the truck boards say it can't be done. We'll see who has the last laugh.
I plan to try it with a converted LT1 intake on the 406 i have started building...
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Car: Take your pick. Probably a '72 Cheyenne/20 or '91 Maxima
Engine: Truck has a 350 W/454 TBI, 350 Injectors, 7747/G2/Atmel
Transmission: TH350...Aint dat a bitch
Originally posted by HaulnA$$
Yeah, I picked up a TPI system last week. Going forward with MPFI control. Should be cool to have a Prom based OBDI TBI PCM controling a TPI truck. The people on the truck boards say it can't be done. We'll see who has the last laugh.
Yeah, I picked up a TPI system last week. Going forward with MPFI control. Should be cool to have a Prom based OBDI TBI PCM controling a TPI truck. The people on the truck boards say it can't be done. We'll see who has the last laugh.
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
What MPU did this thing get?
Looking at teh pic above, from the # of pins and the location of the pins for the crystal it looks like the closest match in the PDF from Moto is the MC68HC11F1. It, and the PCM, have 1K of RAM, which is nice.
Looking at teh pic above, from the # of pins and the location of the pins for the crystal it looks like the closest match in the PDF from Moto is the MC68HC11F1. It, and the PCM, have 1K of RAM, which is nice.
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Nother question,
Does the ign. module send out a seperate signal when the engine is cranking?
On the surface of it, it looks like the cranking fuel routine is interrupt driven by a cranking signal (tied into the IRQ pin) and runs each time there is a DRP.
HaulnA$$,
Have you actually gone through and gotten a handle on how everything works in the code? Im going through it but itll be at least a couple of months before I have anything to show for my efforts.
Does the ign. module send out a seperate signal when the engine is cranking?
On the surface of it, it looks like the cranking fuel routine is interrupt driven by a cranking signal (tied into the IRQ pin) and runs each time there is a DRP.
HaulnA$$,
Have you actually gone through and gotten a handle on how everything works in the code? Im going through it but itll be at least a couple of months before I have anything to show for my efforts.
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Car: 89 S10 Blazer
Engine: Built 4.3L V6 TBI
Transmission: Built 700R4
Axle/Gears: 7.65/Zexel/3.73
CVS?
Are you guys familiar enough with CVS or a similar code versioning setup, that it would be worthwhile to set one up? I'm considering hitting the boneyard today to snag a couple of these to play with and hopefully contribute to this effort.
If you're not familiar, CVS is nice because two people can be working on the same file at the same time, and when they both try to check their changes back into the server, it will attempt to "merge" the seperate changes back into the file, so everyone can always have the latest copy by syncing what they have against the server, and not everyone trying to reinvent each others wheel. Also, you can tag your changes with comments, so the other can surf the comments to see what is in each new version.
Idea?
Teeleton
If you're not familiar, CVS is nice because two people can be working on the same file at the same time, and when they both try to check their changes back into the server, it will attempt to "merge" the seperate changes back into the file, so everyone can always have the latest copy by syncing what they have against the server, and not everyone trying to reinvent each others wheel. Also, you can tag your changes with comments, so the other can surf the comments to see what is in each new version.
Idea?
Teeleton
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Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Originally posted by HaulnA$$
Yeah, I picked up a TPI system last week. Going forward with MPFI control. Should be cool to have a Prom based OBDI TBI PCM controling a TPI truck. The people on the truck boards say it can't be done. We'll see who has the last laugh.
Yeah, I picked up a TPI system last week. Going forward with MPFI control. Should be cool to have a Prom based OBDI TBI PCM controling a TPI truck. The people on the truck boards say it can't be done. We'll see who has the last laugh.
There was a posting on another board about grounding some pin on the memcal, and then what cal changes were need to run in a normal batch fire method.
The above is for the $85 mask.....
Last edited by Grumpy; 07-03-2005 at 11:12 AM.