I have a 16197427 ECM 0D mask and a modified 454 engine with .030 overbore. .25 inch stroke, Edelbrock 454-0 Heads and Edelbrock Multi-Point Fuel Injection conversion which converts the original throttle body to only an air valve and provides a new intake manifold with 8 Pico injectors which are wired to take the place of the original two throttle body injectors.

The engine has been run on a Dyno only to find out that it runs about 17:1 Air/Fuel ratio. It is a 502 Multi-Point Fuel Injection kit with Edelbrock supplied EPROM. Since the engine comes out to be 489 cu in, the 502 kit is closer to 489 than the 454 kit. The 502 kit comes with 29 Lb/Hr injectors.

Now I am trying to get a grasp on the terms used in the TunerPro software such as "Percent Volume Efficiency". The attempt is to change whatever parameters affect fuel injector pulse width in order to have the injectors provide more fuel to enrich the Air/Fuel ratio. The piston to cylinder head quench has also been maximized such that there may have to be adjustments made to the spark map.

This is my first exposure to the process of changing the parameters in the EPROM. I have purchased Craig Moates AutoProm Emulator and Programmer and am using Mark Mansur's TunerPro version 4.13.

I really need whatever help can be offered to be able to readjust the fuel and spark maps. Any help would be greatly appreciated.

Rolland Sicard
Tucson, Arizona

 

Something isn't right. The 16197427 with the $0D mask is for the 4L60E tranny and either a 4.3, 5.0, or a 5.7 liter engine. In 1994, The $0E mask was used on the 7.4L engines with a 4L80E and in 1995 the $31 mask was used on the 7.4 with a 4L80E. You might open your .bin file in TunerPro and look at it with the hex editor. I think you will find a "0E" at L4008. The same PCM runs all three masks but the wiring is different between the 4L60E and 4L80E. Get this sorted out and I can help you more. The last thing you want to do is tweak the tune with the wrong definition file. HTH

 

I agree with you that it should be a 0E mask. Talked to Craig Moates and he had me try a 0D mask. Later on I located a Freeware Hex File Editor and read both the Edelbrock EPROM Bin file and a file grabbed from an EPROM made by Howell Inc in Michigan for the 1994 454 with 4L80E. A 0D was located in the 8th or 9th byte at what appeared to be near the end of the file.

Craig apparently did not seem to be concerned about whether it was a 0D or 0E mask. The wiring between the 5.7 or 7.4 Liter or 4L60E or 4L80E appear to be nearly identical except that the transmissions use different connectors at the transmission ends. Both the 5.7 and 7.4 can use the 16197427 ECM.

What I am more concerned about is how to increase the injector pulse width for the Edelbrock 454-0 cylinder heads versus the 502 Peanut Port Heads for which the Edelbrock EPROM was designed.

I just got done replacing the Edelbrock supplied fuel pressure regulator with an adjustable Aeromotive unit. It is set to regulate at 45-46 PSI versus 35 for the unadjustable Edelbrock supplied regulator.

Can you or someone else please tell me to either increase or decrease the Volume Efficiency numbers in the "Main Fuel Table Off Idle" in order to increase the injector pulse width.

I am in the process of setting up a LM-1 AFR and RPM converter to data record Air/Fuel Ratio, MAP and TPS.

Any help would be greatly appreciated. Thanks.

Rolland Sicard
Tucson, Arizona

 

Before you adjust the VE tables, your injector constant needs to reflect the rate at which your injectors are flowing. By raising your fuel pressure, you have effectively raised the lb./hr. flow rating of your injectors by a calculable amount. If you know the rated flow rating of your injectors and at what psi that flow was measured at (usually 3 bar or 43.5 psi), you can figure the new flow rating at the new fuel pressure and update your PCM then go on to adjusting your VE tables. If the basic engine constants such as Cylinder Volume and Injector Size are not right, the VE tables will never reflect true volumetric efficiency. Upping the FP and adjusting the VE tables to compensate without updating the injector constant is a band-aid hack aproach to tuning. Do it right, it'll be much easier to tune. Next, the wiring for the 4L60E and 4L80E and 5.7 and 7.4 are indeed quite different, trust me, or research it for yourself, but they are. Lastly, I would like to take a look at those .bin files you referred to. If you don't mind, you can send them (zipped please) to di_dallas(at)yahoo.com . I would like to verify what mask they are running. I don't believe Holley or Howell went to all the trouble of converting the $0D mask to run a 4L80E so I would like to see it for myself. I'm hardheaded, or so my wife says.

 

First let me thank you for taking the time and effort to answer the messages. I will take you at your word concerning the appropriate mask and about the differences in the transmissions. Yet now is the time to find out that the improper mask is being used as I have yet to mess around with altered Binarys in the Engine ECM.

About the Injector is it "Constant"? Do I adjust the Injector in the Constants section and mathematically how do I calculate and adjust same

I will glady Email the Binarys to you. Tomorrow I will tear into the truck and grab the Binarys from the Original EPROM and Hypertech EPROM on a piggyback adaptor presently in the ECM in the Truck.

As far as adjusting Main Percent of Volume Efficiency tables which way is it to increase the injector pulse width? Does one increase or decrease the %VE values to increase injector pulse width?

Understand that the Injector "Constant?" needs to be changed first. Again, thanks for all your efforts. Will Email the binarys to you.

Rolland Sicard
Tucson, Arizona.

 

First of all, no problem, we all were newby's at one time. Secondly, as I expected, the two .bins you sent me were indeed $0E mask although the Howell bin had $AA placed in the mask location (this disables the checksum function) I verified it by doing a file compare on the code section to a known $0E .bin and all was exactly the same. Send me the other two .bins and I will check those also. Lastly, to finally answer your question, if all the constants are correct and fueling is still lean, lowering the values in the VE table will lower the injector pulse width. HTH

 

Rolland -

a $0E definition with which you can edit your bins (when it comes time to do so) can be found here:

http://www.moates.net/files/3)%20Bin...0Motors/0E.xdf

 

I have one also. While not totally complete, it has a little more stuff defined. You are welcome to it if you want. What I don't have is an .ads file for the A219 datastream. I have been meaning to Modify my A217 .ads as it is very similar. Just haven't gotten around to it. HTH

 

Yes, please!

 

Here are the ADS files for the 220 stream and a combo 219/220 stream.

http://www.nwstp.com/files/paul/16197427_4L80E_220.zip

http://www.nwstp.com/files/paul/1619...0E_219_220.zip (DATA STREAM A219 (Engine) A220(Trans) SPECIFICATION for 4L80E)

These are in beta but I haven't looked them over much since I haven't installed the 4l80e in my Typhoon yet.

Let me know if you see any problems.

 

For some reason, I keep getting an error message when trying to upload the .xdf to the Moates File Manager. I will try again next week when I get back from vacation.

 

Back from the dead, searching does work...

My jeep 8746 tuning is progressing nicely but Im now fiddling with my tow rig.. 1995 C2500 w/454 4L80e.

Its running the 7427 w/ $31 and will play with what's been posted, but I was wondering if anyone has made any additional progress with Tunerpro Defs ??

Thanks.. -mike

For anyone interested... my truck has 370k and thus has had many parts replaced along the way, many by me since ive owned it.. Engine runs great (obviously rebuilt or swaped in) just had the tranny rebuilt, all new sensors and internal harness. Had tranny guy put in a HD2 shift kit.. Most everything is normal, but since the rebuild I have lost compression braking in Manual 2. The shift kit allows for unlimited speed in any manually selected gear.. But when I'm in 2nd and speed up to say 45 and let off my RPMs immediatly drop to ~1500 ish and I freewheel/coast.. I can hit the gas, rpms jump back up and it will continue as if I never let off... Engine braking in 1st works fine..

Anyway... I just need to scan the trans to make sure the shift signals and sensors are what they are soposed to be before the tranny guy opens it back up.. (It was an on the side rebuild so Im trying to help out where I can)

 

Yager:

This is rsicard. My 1994 3/4 Ton Suburban has been running now for 2 years and is running fine. I used the Edelbrock chip binary as a starting point and adjusted one parameter for fuel flow. Also adjusted the ignition timing tables to get advance in quicker. Finally reset the overall fuel flow parameter to a leaner condition before going through emissions and it passed with flying colors. Now I have left well enough alone.

I am not sure what HD2 shift kit is. I used a Hughes Performance 4L-80E for four wheel drive and it has firm shifts and has been working extremely well with the factory settings. This vehicle now runs superb.

 

Im pretty sure its just that your torque converter is unlocking during deceleration therefore you coast, where before it would stay locked and the engine would slow you. I only know about the 700R4 tranny, so Im not sure about details for you.

 

Rsicard, Are you still around and do you have the original bin that was from the Edelbrock 502? I'm running the 502HT with the Edelbrock intake, but my chip is from Howell. I would be curious to compare the Edelbrock bin to the bin I have from Howell.

 

Daveinet: Should still have the original 502 EPROM from Edelbrock. Need to load the application and transfer the binary from the chip to the computer and send it on to you. Will try to locate the chip and then load the APP to the computer.

 

Thanks, That would be really cool. My desire is not urgent, but would like to see how Edelbrock programed the 502. My engine runs pretty good, Howell did spend a lot of time dialing it in, but it was not dyno'd, so I'm curious as to how "perfect" it is. I am most curious about the timing tables. I can see the feedback on the fuel tables from the O2, but I have no idea if the timing could be improved or not. It also is slightly unstable at idle. Again, its not bad, but it does seek ~100 RPM or so.

 

Daveinet: I think that I purchased a EPROM data file from Howell also. I loaded it and the EPROM from Edelbrock for the 502 and looked closely at the fuel map. From there I made changes for my 94 Suburban with a 489 cu in Big Block. Chose the 502 Edelbrock kit because 489 is closer to 502 than 454 as it has 29 Lb/Hr versus 19 Lb/Hr for 454 (Too lean). Then reduced the overall fuel flow. Then the O2 sensor came into proper range. Tuned it a second time for a leaner overall fuel flow. It passes Arizona emissions at speed with flying colors but at idle it is rich according to emissions testing. Just need to trim back the fuel flow at lower RPMs. Just need to reload Tuner Pro onto my new laptop. Craig Moates has been a GREAT help when I did this years ago. He must have received so many phone calls that now his telephone number is not available. Just have to communicate via Email with Moates.

 

I'm guessing it was probably still the Edelbrock program because otherwise Howell would have adapted it to your specific engine. Not that Howell's adaptation would have been perfect, but it should have been close.