In $6E there are these two compensation tables (along with address of):

; INJECTION OFFSET VS BATTERY
ORG $03B5 ;


Zero this one out:

; INJ OFFSET FOR SMALL PW'S
ORG $03C6 ;

RBob.

 

This is strange, I can't seem to find the table! Is the
INJ OFFSET FOR SMALL PW'S table in the factory 6exdf or is there an extended mask that I am not aware of?

 

It is in the calibration, but may not be in the XDF. The definition files (ECU | XDF) only have what folks put into them. The other thing is that it may not have that name.

6Eexpanded.xdf file it is called:

"Injector Pulse Width Correction for low Pulse Width"

RBob.

 

yeah i think you will need the expanded 6E xdf to see some of those files.

 

Couldnt find an expanded xdf that I liked, so I added the new parameter to my regular xdf file. Seems to have worked. i will input the new values and see how it goes!

thx for the help guys

 

RBob to the rescue!

I wasn't able to find the short PW comp table or the minimum PW value either. Are these tables in the tunerpro XDF?

*edit
Wow, I was way late on this one. Nevermind

 

Still in the process of tuning, 3 steps forward 2.5 back, but its coming along!

I was getting some high rpm break up and I think I fixed it with a coil change, 24 year coil looked okay but decided to change it.
I am now trying to figure out why my torque converter is locking and unlocking during WOT runs? Tomorrow i will verify by making a few runs with the converter lockup disconnected.
My converter settings are stock, and its seems to want to lock up at about 65-70 mph. I have to call Precision industries to find out if its okay to let it lock up during WOT runs. Never noticed this with the stock converter/engine, but is quite apparent now.
Does anyone know what table or scalar would be used to limit WOT lockup but retain part throttle locking?

 

There is a forced lockup versus MPH, that will do it. Usually set about 70 - 80 MPH.

RBob.

 

Check for a TCC unlock prevention threshold. Its a mph setting that forces lockup at WOT. Some cars are 60-70mph some are 80-90 or so. I always set mine to something high like 130mph so that it stayed open the entire run down the 1/4 mile. Ran faster this way.

Some claim that your car may pick up if you lock up sooner, but I never had good luck with that.

I locked up the converter at 50 mph on the dyno so you see all the power to the wheels. If you leave it open you'd see 15-30whp difference depending on the setup. It was like 15-20 on a bolt on L98, and I think my 383 it was showing 20 or so before lockup but that was well before peak hp or torque.

EDIT: tree'd by RBOB!!

 

lol, thanks for the quick reply guys! I 'd be up s##ts creek without you.

I found the scalar for lockup prevention, mine has already been set to 130 mph but is shifting to lock (at 70) regardless , wierd?>

I really need to verify what is indeed happening before going too far, but I am certain of the torque converter lock up is involved.
It seems others have had the issue of setting the pervention mph higher but TC still locking at the 70mph mark. Perhaps there is another equation involved?

I did notice one scalar labeled "tcc lock delay bypass speed"

And one table labeled "TCC lock speed versus%tps" (not in 4th)

I wonder if these two have any merit in the equation?
this is in the 6emask.

 

I'm not sure how to interpret those 4 tables dealing with Lock/Unlock vs. %tps. In mine, the values are all the same above 60mph, 99.61% (since it won't save 100%).

I'm thinking in the Lock Speed tables, the converter will lock when the %TPS drops below the value in that cell, and will unlock when the %TPS gets above the value in the unlock table. Does that make sense?

So if you were to set the lock %TPS at say 60%, it wouldn't allow the TCC to lock up until the throttle dropped below that value.

My TCC unlock prevention is at 76 MPH, and that's when it locks up under WOT.

I do get a little bit of lock/unlock cycling when I hit 60mph on acceleration, so I need to play with those tables a little bit.

 

On the lock speed tables, that is how I would interpret it, and is mostly what I am after, some control over TPS position. However, on my bin these values are about 35% in the "not in 4th" table. It would seem the table has nothing to do with WOT lock up.


How does your car feel when it locks under full accel?

 

In the tuning guide book sticky, chapter 5, under the '8063/'8746/'7747 ECM, there is a TCC logic write up. Describes the GM TCC lock/unlock tables and parameters.

Note that $6E has a 4th gear NC/NO option switch. If set incorrectly the ECM will be using the wrong set of tables.

RBob.

 

I will look into that after work today, thx

 

\\
Both my bolt on L98 and 383 motor felt like they bogged down when locking converter at WOT. The track times didnt lie either, i lost a tenth or 2 and .5 mph when locking at the top of second gear.

 

With no times to prove it, I may be lying, but I feel the car pull harder after lockup! yes it bogs down and than goes.
But, I have a bit of a issue with the trans wanting to shift into second way late (6000-6300rpm)for my current peak of 4900, what I may be feeling is a stronger pull by being in the better range of my power band. When its shifts at 6200ish, second drops to 4700-4900, locks one second later down to 4400 or so. I have a log of this so I will post it up later.
I confirmed with precision industries today, and they say do NOT let the single disk lock,1-2 full runs locked will fry the clutch! So tonight I will unplug it and go for a couple runs see how it feels.

 

I made a couple test runs with tcc plug disconnected. The TC was indeed locking as suspected.
The car felt great with no lockup, I was finally able to just hit it, and let it shift 1-2, 2-3 at WOT.
My TCC setting were tweaked (didn't realize), so I now reset them to stock arap bin and will see what that brings tomorrow. I am also ordering governor parts to try and bring the shift points down, I figure the 'second generation' valve body i picked up must have been from a different type vehicle, or was modified at some point causing the high shift points.
I hope I can find a good balance point for the governor, but may take some work.

RBob, I read the tutorials and it was a good read, just trying to wrap the info around my brain, its a little confusing with all the under/over settings in the tables but i think it is sinking in.
I couldn't find the 4th gear NC/NO switch you mentioned, do you know if it is in the regular 6exdf?

thx

 

I too am having trouble wrapping my head around where those vs. %TPS tables come into play. The logic thread doesn't mention the Lock tables, which makes me think the '165 handles TCC lockup a little differently. I've yet to play with the tables, but I know when I shift into 4th at 60 mph, it locks up immediately, and tends to stay locked unless there's a TON of throttle input. I want to hit a balance point where it won't unlock under normal driving conditions like going up a hill, but I want it to unlock if there's any hint that I want to accelerate!

 

Most likely not as the comment is incorrect in the ARAP hac:

LC014: FCB $80 ; %1000 0000 Air Fuel Opt Word, WO/VATS
; Bit 2 = NO/NC option bit for 4th gear switch

RBob.

 

What does this switch do? Sorry for being naïve.

 

Can someone tell me whe I can find my PE in/off indicator in the 6e mask?
I am getting a code 21 'tps high' at WOT. The Tps is set at .57 idle and goes up to 4.86 at WOT, I know the pe can drop out if the tps high is in effect, and want to know if it is pulling out of pe, it doesn't feel like it.
What TPS voltage threshold sets the Code 21 TPS high? Can I turn the setting higher, or can I adjust the. WOT voltage at the TPS without effecting the low voltage?

 

It sets the code to know whether the 4th gear pressure switch is normally open or normally closed. GM used both switches in the various version of the 700R4. If the option flag is set incorrectly the ECM will use the wrong set of TCC tables.

This can be problem-some when someone has a trans rebuilt. The rebuilder just grabs a valve body off the shelf and installs it. Only once the trans is installed does the owner discover that the TCC lock up is all wrong.

RBob.

 

I didn't look but a lot of masks don't have the PE active bit in the data stream. In this case I look at the commanded AFR. Can also look for a jump in injector PW.

ARAP is at 4.82 volts for code 21. Calibration location is: $1F2

RBob.

 

I can see that happening, we grabbed an unknown later valve body. I will change the bit and see what happens.


Can I turn the PE active bit on in the data strteam? I will also try to change the calibration to a higher setting.

Thx. RBob

 

Its really easy to tell when its in PE if you're looking at the commanded AFR in closed loop. It will drop from 14.7 to 12.7 or so. Compare commanded AFR to your TPS voltage, and you should be able to see if its staying in PE the whole time you're at WOT.


The 4th/not in 4th bit is in the ALDL datastream already. Just make sure it says 4th gear when you car is in fourth!

 

I was able to adjust the TPS down to 4.76, so I should be good. Thanks for the the warning.

I now have the commanded AFR on the dash, so should be easier to keep and eye on it.


"The 4th/not in 4th bit is in the ALDL datastream already. Just make sure it says 4th gear when you car is in fourth![/quote]

Not sure i understand, you mean in the monitor list when data logging?

 

Yep. We have 1st, 3rd, 4th, OD request, and park/neutral. But only 4th and Park/Neutral work.

 

Is this the bit RBob was refering to?, If so, should read "true" when in its proposed gear?
How would I change it to test it the other way?

 

Yep, mine reads true when I hit 4th gear.

You would use the bit RBob talked about to change it:

LC014: FCB $80 ; %1000 0000

(unfortunately, I don't quite know how to interpret that!)

LC014 is the location, $80 is the current hex value, which equates to 1000 0000 in binary, to change it, just change the 80 to 00.... I think RBob, please correct me if I'm wrong, I've got a lot to learn about this stuff.

 

[quote=88gunmetalgta;4993117]Yep, mine reads true when I hit 4th gear.

You would use the bit RBob talked about to change it:

LC014: FCB $80 ; %1000 0000

(unfortunately, I don't quite know how to interpret that!)

LC014 is the location, $80 is the current hex value, which equates to 1000 0000 in binary, to change it, just change the 80 to 00.... I think RBob, please correct me if I'm wrong, I've got a lot to learn about this stuff.[/quot

I have looked a the hex editor a few times but can't find that address. Where is it located in your version of Tunerpro?

 

[QUOTE=gbayfisher;4993129]
Need to drop the leading C from the address. That is an offset that occurs when the PROM is plugged into the ECM. The result is address $14 in the physical PROM.

Only want to change the high order bit. IOW, if $80 then $00 is flipped, and vice-versa.

Need to make sure that no other bits are changed. IOW, $84 flipped is $04. And a $60 is $E0 when the high-order bit is flipped.

RBob.

 

[quote=RBob;4993195]Ahh, I was a little confused on the location naming convention, also what's "FCB" stand for?

 

[quote=88gunmetalgta;4993298]Just found this, a lot of good information here.

http://www.tunerpro.net/tutorials/CreatingECUs.htm

I just went through a data log session, this is what mine shows at take off:

false: 1st
true:3
true:4
no: overdrive requested

They do not change during the run!. Tested from 0-90mph. What does that mean?

 

[quote=gbayfisher;4993302]That article looks helpful, I'll read it later.

That could be your problem though. I just looked at one of my datalogs to verify, and the 4th gear item changes to true when I'm in 4th. Maybe you have a loose connection somewhere? Is your TCC still disconnected?

 

[quote=88gunmetalgta;4993347]You know.... the 3-4 switch is on the same plug as the TC if I am not mistaken, hence no feedback on the aldl!
I will hook it back up tomorrow to see if it reads right.
thx

 

[quote=gbayfisher;4993412]

 

[quote=88gunmetalgta;4993426]
How does yours react? Does your converter lock after second gear engages?

 

[quote=RBob;4993195]I understand that part now.

I pretty certain my switch is opposite, so will a flip in the tune fix it?

My problem is where to locate this switch? I see that it is in my bitmask but i can not find it in the adx file.

 

I would just use the hex editor to make the change, its not like its very important to have it in the definition file, since you'll only use it once. Also, its not gonna be part of the .adx file, its gonna have to show up in the .xdf if you want it to be editable in tunerpro.

Location $14 should be $80, change it to $00 to flip it.


Edit:
I just went into TunerPro and added it in for fun.
Go to XDF->Create New XDF Parameter
Select Flag/Switch and hit OK
Put in a title, enter "0x14" in the Location, and change the Bit Number to Bit 7. Click OK and you're done.

 

My issue is I do not see an address of $14 in the hex editor!

I went looking for my old valve body to pull those switches out but I tossed it!

 

Does this help?

 

ahha.!

I understand now!

 

Thanks for the help guys. Got the 4th gear switch working properly now. No lock up until 4th gear! Unlocks during coasting and into third gear drop , so it feels right, finally!
Back to tuning!

 

I got my wideband hooked up to data log on tunerpro, the WB seems to work well when showing the instant reading, and during data logging.
My problem now is during the playback of the log file, all gauges and info on my dash work well except for my WB readings, the WB reading stays stuck on three different values, ei; 12.42, 14.84, , 17.26, and will not move between these numbers.
What can cause my wb to read fine, but not playback properly?

 

Still trying to get my WB to log properly on tunerpro. Can anyone help me figure out why the datalog playback does not show me a true reading during playback?

 

not sure but I usually just export the file to excel and analyze data through that function, rather than playback mode in TP

 

Thats always an option... I do however enjoy watching the TP playback, it makes it easier for me to analize things.

I was hoping to be able to view the WB along side all my other metering functions.
I suppose I can try to hook my new WB meter thought the ecm instead of the autoprom.

 

Hello,I,m assuming this is your first stroker build.Did you clearance the top journal bolt holes on your connrcting rods?How many valve reliefs are you using and what size valves?Do you have any new dents in your oil pan?Did you use silly putty to check for clearance issues on your piston tops?Just stumbling across this thread it does'nt sound like a timing issue.What size cam and duration?Unequal lobe sep?Did you run in the cam on the stand?Did you change your oil yet and stick a magnet in it?If it's an ignition knock,White racing makes a distributor that will fire twelve times on every tdc,up to 3,000rpm.Costs about $50 bucks,that should cure it if it,s an ignition knock before you get it dialed in.Sorry to butt in,built a lot of strokers and made a lot of mistakes,nNot tpi though so I probably don't know what I,m talking about.panhead

 

The engine was built by an engine shop, not myself, It is well clearanced and built so I am not worried there.

 

You have the WB run through your Autoprom? I would guess the error is in there somewhere.

I wired in the WB output to pin D8 on my ECM, and it just worked. I transferred all my bin data to the ARAPWB, and added the wideband o2 item to the ADX, and everything worked fine. There was a little bit of discrepancy between the gauge and Tunerpro, but nothing to worry about.