Hi guys, I had the guy who programmed my memcal to get my 327 flat tappet hydraulic-cammed 4 speed running email me my bin file today. I very well may end up starting with a fresh factory bin, but I wanted to see what he came up with for my setup as a learning experience. Here is the location of the bin file, posted to my webspace. If anyone can give this bin a once-over and check out a few issues I raise below, it would really help get me up to speed to get me ready for using Tunerpro and the programmer I'm getting.

Steven Hylinski 1987 327 Custom Bin

The car does run half decent and is not throwing any codes, so he didn't do that badly for a first shot with my TPI retrofit on a muscle car 327. He started with an AWBM bin (I believe that's an 87 350 auto, which immediately concerned me because I have a 4 speed setup). Anyhow, I have no experience editing bins, but I do have the current version of Tunerpro and some factory bins to compare to, so I started taking a look at my custom bin. There were a few things right off the bat that I noticed were very different from my custom bin to a factory bin (I'm using Tunerpro in "compare bins" mode to toggle back and forth between a factory 350 bin and the custom one the guy made for me):

--Stochiometric air/fuel ratio. A factory bin has around 14.7 as the spec. The guy who set up my bin has 0.11 as this value.

--Single fire / Doube fire FI size at 40 psig: factory is 22, the guy set mine up as 1.00 . I have 24 lb injectors by the way, which he knew when he programmed this.

--My MAF scalars are way different than the stock bin (can someone explain the basics of the MAF scalars?)

--IAC deadband for park neutral: stock is set as 50 rpms, he has mine set at 862 (almost like he confused deadband and speed?)

--IAC deadband for drive: stock bin is 25 rpms, he set mine to over 900 rpms

--Min/max allowable BLM's -- He set mine to Min 38, max 31. These values seem really super low to me, and I don't understand how the minimum can be higher than the max? ALso the allowable difference between min/max BLM's and the integrator are huuuge in my custom bin. Looks like this was set up so that "anything goes" and it will run, somehow? The car does pull decently up to 6000 rpms even in closed loop, but it is soggy off idle and not as responsive as when I had a well tuned Holley 600 DP on the car.

The car idles at around 750 rpms cold (which is what I told him to get the car to idle at -- I see scalars and tables for IAC steps, but I don't see a base idle speed called for in the bin. How do I go about specifying an idle RPM?). However, I am having issues with the idle being too high in closed loop -- when the car is warm, it likes to idle around 1200-1300 rpms. The rev decay is also very slow when the car is in closed loop -- so much so that when I let off the gas to shift gears, I barely drop 1000 rpms before I have shifted. Am I dealing with a disaster on my hands with this custom bin, or did the guy know what he was doing and manipulate the bin file in a way that would not immediately make sense to a novice such as myself?

Many thanks to anyone who has a chance to give this bin a once-over. I was hoping I could at least pick up some pointers on creating / modifiying bin files by example, but I can't justify a lot of the changes that were made to my "custom" bin file.


If you guys suggest that I start with a fresh bin, should I get a 305 manual bin and paste the MAF tables from a 350 car?

 

What .ecu file were you using? Sounds like you're trying to read it with an incorrect or corrupted .ecu.

I just took a quick look at your bin with the 32Bv001.ecu, and those oddball values you mentioned were much closer to stock.

Try here:
http://www.moates.net/fileman/index....%20Definitions

 

Dave, you're absolutely correct, I'm retarded. I was using the 6EV ecu to load my bin file. With the 32B ecu you suggested, everything looks much more normal. Can I use any ECU file I want when I make a bin, and it will work properly? What ECU should I stick with when writing my bins, is the 32B fine? The 6EV has a lot more constants to mess around with than the 32.

 

The ECU file is the "roadmap" to the data locations.
If you use an incorrect definition, you could (or probably will) change the wrong thing.
You wouldn't want a roadmap of Florida if you were in California

 

And just to make sure there's no misunderstanding, to apply that road map analogy to chip burning, your ECU file must match the mask that your base calibration is coded in.

In other words, if starting with an '87 GM TPI V8 calibration, GM has already built in in $32B format, so you need to read/edit it using the $32B ecu definition.

$32 was used in 1986.
$32B was 1987-'88.
$6E was 1989 only.

You can easily use a $6E bin if you do two things. First is to unplug your cold start injector ('89's didn't have a CSI; so the additional fuel is included in the code). The other thing you must do is disable the VATS bit in the $6E bin, so as to be able to start the car.

A search here should net you some discussion on the merits of $6E vs $32B.

 

Keep a close eye on the BLMs as the revs start to get high. The 327ci w/ fuelie heads will like to rev and is going to need more fuel up high. The TPI intake is more for low rev engines. The fuel tables will need quite a bit of tweaking and starting out rich would be good idea.

With the $6E code, you can either unplug the cold start injector or just pull the 3 Amp fuse. The fuse only feeds power to the cold start injector.

If I remember correctly, the 'fan request' switch was changed from normally closed in the $32 code and normally open in the $6E code. You will see the difference by the coolant fan always on if it is reversed.

J