Would like to compare a few things between the ARAP code and the latest stock '89 code, anyone know which one is the latest?

The stock chip that was in my car before I started playing around with it reads ANYJ9304...

------------------
ZaphodB a.k.a Carl Andersson - zaphodb@faxancruisers.org
'89 Camaro IROC-Z 5.7L TPI - Mods under construction :-)
Custom ARAP Chip Under Development/180 t-stat, Edelbrock TES Headers,
SLP Airfoil, K&N Filters, Accel 8mm wires, Relocated MAT, AFPR @ 45 PSI

 

I just recently purchased a 1989 IROC memcal that was for a 350 TPI /700-R4 with a 3.27 rear end. It was labeled AUJN. I don't know if it is the most recent or not though. By the way, thanks for posting web references to the 32B001.ecu and the 6E007.ecu. I have been using them with winbin messing with both an 88 AKXX and the 89 stuff. I am currently working on the ARAP but I have taken alot of the more agressive settings out. I'm wondering if I should have just stuck with the AUJN. Anyway thanks again.

------------------
Red '85 MPFI V-6 T-5 Sport Coupe (bought new),now an IROC in sheeps clothing.
Rebuilt and installed '88 IROC L-98 TPI,700-R4,3.27 posi/disk rear,instrumentation, steering gear, and all suspension parts (even the wonder bar)
Mods:
IROC wheels, Hi-perf. rebuild on 700-R4,TCI sizzler torque conv.,B&M megashifter, L-98 .030 over,balanced,decked,blueprinted, SR Torquers, KB pistons,9.1:1 CR, port matched stock TPI, comp cams .450/480 206/210 cam, all free mods, subframe connectors, Edelbrock TES/jet hot coated, CATCO cat, Hooker catback, MSD 6A, airfoil, AFPR, K&Ns, polygraphite bushings all around, and modified ARAP bin.

 

I am also messing with the ARAP bin, and currently I am working on a milder main spark table, going out to get some logfiles to work on later today. If you compare the stock main spark table with the ARAP, you'll see that there is a huge difference....

I have a 2.77 POSI rear in my '89, one of the things I have wondered about is if there is any difference in the bins depending on what gears you have...

 

YES.
The lower the rear gearing (numerically) the slower the advance rate is.
Also, converter stall speed plays heavily into this.
There can be dramatic differences, especially, or should I say just, below the stall speed of the converter (actually flash speed).
Also, too tight of converter can lead to detonation after a shift, since the engine is slow to regain rpm, if too tight.
On my 355, 3200 stall, 3.42 F Bod I was running -4d timing in several places below the stall speed of the converter, in part to kill some of the low speed torque so as not to blow the tires off too bad.