ecm tuning, 1227165 ecm upgrade $32 to $6E???
#1
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Car: 1967 C10 Pickup
Engine: TPI 305, Megasquirt
Transmission: TH400
ecm tuning, 1227165 ecm upgrade $32 to $6E???
i have a buddy wants me to tune his Tune Port he swapped into a mid 80s pickup. The doner was a 1986 TPI 305 car, wich was the 1227165 ecm and the $32 byte ID. I already have a tunercat definition for the $6E for a 89 TPI.
Anyone see any reasons I can't just load the $6E code onto his memcal and run with it? Freescan will support the $6E which solves another problem with using the $32.
thanks
Brendan.
Anyone see any reasons I can't just load the $6E code onto his memcal and run with it? Freescan will support the $6E which solves another problem with using the $32.
thanks
Brendan.
#2
Just disconnect the 9th injector relay at a minimum.
Sometimes you have to tweak the crank fuel tables.
The 6E appears at first glance to be leaner than the 32. Do a compare on the relavent tables and you'll see what I mean. But plenty of people have just swapped the bin only....
TunerPro is frequently tested on 6E also....
Got any info/links on the LQ4 timing signals. Crank and Cam?
Sometimes you have to tweak the crank fuel tables.
The 6E appears at first glance to be leaner than the 32. Do a compare on the relavent tables and you'll see what I mean. But plenty of people have just swapped the bin only....
TunerPro is frequently tested on 6E also....
Got any info/links on the LQ4 timing signals. Crank and Cam?
#3
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Car: 1967 C10 Pickup
Engine: TPI 305, Megasquirt
Transmission: TH400
Originally Posted by Z69
Just disconnect the 9th injector relay at a minimum.
Sometimes you have to tweak the crank fuel tables.
The 6E appears at first glance to be leaner than the 32. Do a compare on the relavent tables and you'll see what I mean. But plenty of people have just swapped the bin only....
TunerPro is frequently tested on 6E also....
Got any info/links on the LQ4 timing signals. Crank and Cam?
Sometimes you have to tweak the crank fuel tables.
The 6E appears at first glance to be leaner than the 32. Do a compare on the relavent tables and you'll see what I mean. But plenty of people have just swapped the bin only....
TunerPro is frequently tested on 6E also....
Got any info/links on the LQ4 timing signals. Crank and Cam?
I heard that Parish over on ls1tech is running the stock coils with megasquirt now, but I have not seen any info on what he did exactly.
thanks for the help.
Brendan.
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I was wondering what the differences are between the $32b and $6e? I know that the 89 had the 9th injector removed? Is there any other advantage to using the 1989 $6e from a tuning stand point?
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Car: '89 Trans Am WS6
Engine: 350 TPI
Transmission: T5WC
Axle/Gears: 3.08 posi
Originally Posted by BirdsOnly
I was wondering what the differences are between the $32b and $6e? I know that the 89 had the 9th injector removed? Is there any other advantage to using the 1989 $6e from a tuning stand point?
8192 ALDL comms (10 hz) vs. $32's 160 baud ALDL comms (0.66 hz)
Also note that you'll need to disable VATS in the $6E bin in order to start the truck.
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Originally Posted by Mangus
The most notable difference is:
8192 ALDL comms (10 hz) vs. $32's 160 baud ALDL comms (0.66 hz)
Also note that you'll need to disable VATS in the $6E bin in order to start the truck.
8192 ALDL comms (10 hz) vs. $32's 160 baud ALDL comms (0.66 hz)
Also note that you'll need to disable VATS in the $6E bin in order to start the truck.
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Car: '89 Trans Am WS6
Engine: 350 TPI
Transmission: T5WC
Axle/Gears: 3.08 posi
10 hz = a sample is spit out once every 100ms (10 samples per second)
0.66 hz = a sample is spit out every 1500ms (one sample every 1.5 seconds)
If you prefer exteremely slow ALDL data rates, then staying with $32 might be better for you. I have no idea why someone would prefer the incredibly slow data rate over the faster data rate, however.
0.66 hz = a sample is spit out every 1500ms (one sample every 1.5 seconds)
If you prefer exteremely slow ALDL data rates, then staying with $32 might be better for you. I have no idea why someone would prefer the incredibly slow data rate over the faster data rate, however.
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#8
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I am sorry I am new to the DIY prom stuff. But I thought the TBI and 85 TPI ($1F, $4D, $61) had the low baud rate, and the $6e and $32,$32b had the same higher baud rate. Am I wrong on that? are the pre-89 TPI all the low baud rate?
Thanks for the answers!
Thanks for the answers!
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Car: '89 Trans Am WS6
Engine: 350 TPI
Transmission: T5WC
Axle/Gears: 3.08 posi
$32 is 160 baud only. 6E is hybrid (160 baud and 8192). I had previously thought that $32B was 160 only, however others are saying that they can connect at 8192 using Datamaster. I am, however, unsure if Datamaster is doing something special to connect at the higher rate or if it is a genuine feature of $32B. I have not yet tested it myself.
M
M
#10
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Car: 1967 C10 Pickup
Engine: TPI 305, Megasquirt
Transmission: TH400
So the datarate is all determined by the code? They are same part# computer, so just putting 6e on there will allow high baud rate communication???
Last edited by busta9876; 07-24-2006 at 05:20 PM.
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Car: '89 Trans Am WS6
Engine: 350 TPI
Transmission: T5WC
Axle/Gears: 3.08 posi
Originally Posted by busta9876
So the datarate is all determined by the code? They are same part# computer, so just putting 6e on there will allow high baud rate communication???
Originally Posted by busta9876
my main reason was to be able to use Freescan to datalog. $6e was used in the 89 corvette, and is supported by freescan, where as $32 is not.
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