Hello,

I have a 1986 S10 with a new V6 3.4 TBI with a manual transmission hooked up to the old 2.8 TBI ECM. I am in grade 11 and have no clue about ECM tuning... but know how all of the engine sensors and modules interact.

I want to use the 16197427 ECM, and the current PROM in that ECM is programmed to a V8 350 TBI. I will buy the APU1 and G1 from Moates, and TunerPro.

I have gathered this info so far:

1) I do not need the ESC Mosdule as this ECM has one built in.

2) I have a speed sensor hooked up to the cable speedo, and will just need to pin the signal wire to the ECM Speed Sensor input.

3) I will need to change the cylinder count from 8 to 6 cylinders for a start.

Here are my questions:

1) How do I program the timing maps for the 3.4?? Is it possible to COPY the timing maps from the old 2.8 ECM??

2) How do I program the fuel maps for the 3.4?? Is it possible to COPY the fuel maps from the old 2.8 ECM??

3) Can I disable the EGR??

4) Can I set my own TPS parameters??

5) How will the MAP sensor be calibrated??

6) Can the DFCO be disabled??

7) Can I create my own "cold fire up"

8) Can I make my operating temperature 170* instead of 185*??

9) The '7427 ECM right now is set for an auto, what is required for it to run a manual??

10) Can I make my hot idle 850 rpm with the IAC at 5-10 counts??

11) How do I make it recognize the H260-2 cam and headers??


I apologize for asking so much... but my school and surrounding auto shops are USLESS when it comes to the computer stuff... does anyone know of any books or anything to help me learn how to tune a PROM?? How did all you guys learn??

Again, sorry for the "in your face" info.. I'm 17 with no help from my superiors..

Any help is greatly appreciated.

 

I'll reply here as well, so other people can give you feedback. (I did reply to your PM on the other site.)

You could, but you'd probably find that they are very similar, or that it may not get you very far. In many of the codes there are differences in the overall calculations that are why I generally don't copy anything between different codes.

Again, you could, but I find that the fueling calculations are what usually differs even more between different codes, especially when comparing $0D to older code. $0D is actually quite refined. Best to just adjust the VE tables from what is supplied in $0D.

Yes, but I don't recommend doing so, the EGR has more benefits than drawbacks. You may want to disable the EGR for initial tuning, but I would recommend re-enabling it and making the necessary fine tuning adjustments afterwards.

I have no idea what you're asking here.

There is no calibration, the ECM uses the 0 to 5V signal and with the code makes the necessary calculations for fuel and spark, among other things.

Yes, but why on earth would you want to?

Again, I have no idea what you're asking here.

I'm not sure I understand the question. If you want to use a 180* T-stat and tune for that running temperature, definitely you can do that.

There are a bunch of changes to make to flags and some tables. There is information on doing this on TGO, and in the $0D XDF, there are some poi9nters under some of the parameters to set for non-electronic/manual tranny.

You can make idle what ever you want, but I would recommend having the IAC counts a little higher between 30 and 40 counts.


There are some books out there, but they don't seem to deal specifically with tuning, more general stuff that you can find on any forum. I have a few books I've read, if I get a chance I'll get the titles for you.

I learned by reading and doing. I started reading about tuning probably over a decade ago, then started into tuning about 4 or 5 years ago. There was much less information back then and seemed more like voodoo than something that can be researched and applied.

 

Welcome to TGO.

From the very little knowledge I have on this topic so far I can answer a few of your basic questions and leave the rest for the "pioneers" in this field. One thing I've learned about them is that they are very willing to help, but try to do as much homework as you can because a lot of questions are asked repeatedly.

Depending on the mask or .xdf that is/was created to edit that .bin file (calibration) you should be able to change the EGR enable parameters such as %tps or mph. There can be quite a few different ones you can change that would result in the EGR not turning on if you edit them.

You're going to need to explain what you are looking for from this. At least half the tables are somehow related to TPS.

I don't believe the MAP sensor should need calibrated. It is just a signal for the amount of vacuum being created by the engine. You may be able to edit the stall points, but that would only be required if you are running a fairly radical cam. You may just be able to use the sensor from a '94 or '95 3.4 and be fine.

I'm not sure, but I think there may be a flag for DFCO enabling. If not, you may be able to just copy your spark/VE tables into there and it should remain the same upon decelleration.

Once again, you may need to elaborate on this, but do you mean that you want to idle at maybe 1500rpm until the engine reaches ~100* and then drop down to 600? That should be more than possible. There should also be a lot of tables for various choke/cranking/etc. AFRs.

Besides running a thermostat, at 170*, you should be able to specify at what temperature Closed Loop turns on. I have yet to find somewhere that you can change the temperature for the cooling fan, but if you do your research, you can learn about hacking, dissassembly, and could modify a mask to include that table for editing.

There should be a flag for that as well. If you sreach long enough, you should come across a mask that suits your needs.

You should be able to set the target idle, and you can physicly adjust the throttle position from there. Using a diagnostic tool or software you can watch the IAC counts and adjust throttle position AT OPERATING TEMP. until it falls within the range you are looking for.

Do you mean the cam position sensor(if equipped) or do you just mean that it modifys spark/fuel to compensate for these modifications? You should have to datalog and adjust VE tables to add or remove fuel based upon the requirements of the engine. You can do the same with spark.

Hope some of that helped. If I'm wrong at any point, would someone please let me know so I can get it right.

 

So it sounds like everything I want to do is possible...

It also sounds good to adjust the fuel table of the $0D if necessary. But how accurate is the timing table going to be?? I don't want the motor to run any retarded or advanced than it should.

About the TPS thing... I think the $0D requires the TPS to be set at 0.65V in idle position, and my current ECM requires it to be set at 0.50V... so do I just reposition the TPS to 0.65V??

I want to create a better cold fire up, as right now when I fire it up on a cold morning the ECM dumps waaaay too much gas and it idles to high. I'd like to tone the gas supply down on cold fire up and have it idle at 1200 rpm instead of 1700rpm.

Thanks guys!!

 

My tps sensor is nonadjustable. My prior was adjustable. I dont see why you cannot chage the 0% throttle to.65. However I believe some ECU's do recognize throttle at 0% and "understand" the v are off and compensate.

there are coolant based IAC tables to adjust your cold start RPM. I set mine to minimum RPM so as car runs but does not stall on cold start.

Like wise there are crank A/F tables and choke A/F as well as OL coolant based A/F tables. Sounds you need to pull some fuel. WB would be helpfull but not necessary. A hankie over ext pipe may show you A/F as far as excessive. compare to a stock EFI car.

I would use timing tables from prior engine for now. you cann always inspect a .bin for the new motor to see any diff.

you will need to change the base pulse constant for new CID, change in fuel press, and inj size if diff.

 

Hmm... I think the new 7427 ECM right now has a $0E, not a $0D... the original vehicle was a 1994 5.7 TBI 2500Van...

It doesn't look like the $0E is programmable to run a manual, so is it possible to somehow switch the definition file to a $0D??

 

The $0D and $0E cals can be loaded on the TBI PCMs interchangeably. Just reprogram the chip with the $0D cal.

 

The chip is a BJLA according to the sticker on the casing. Is it a $0D??

 

It is $0D.

Heres how you can find out for yourself.
Once you have your tuning equipment, read the BJLA chip. Then load the bin into TunerPro and open. Then look for the "Mask ID" parameter in the $0D or $0E definition and open. There it will say 0D or 0E.