Need to disable the EGR and CCP when working on the VE tables. Set the enable temperatures for them high.

RBob.

 

ok will do thank you!! I turned up the EGR enable MAP thresh hold, the EGR enable min temp thresh hold and the CCP enable temp thresh hold. Thats all of them, correct?

 

Well i found a little problem, I have a vaccum leak near the upper to mid, intakes. So i need to fix that first before any more tuning... That might be causeing my idle BLM #'s problem. So im gonna do that for the next few days when i get time. Ive tore that top of the motor off so many times it getting redundent.... oh well gotta get to it. My vaccum #'s were low too and that leak could def. explain it. I was reading 9.5-10.5 inches at idle when warmed up. Thats way to low even with a cam, i would think

 

well i fixed the vaccum leak.. some one to be nameless forgot to put one bolt in bewteen the lower in mid intakes.. so now the vaccum is on average 19.2 inches. Is that normal for a V6 with the cam and ported heads.? 600 ft above sea level.

 

That would be an excellent vacuum reading!

Steady? No jumping? This would be an indication of one kind of vacuum leak near a cylinder, like if a bolt was forgotten and the gasket failed near that cylinder...

 

Its a very steady vaccum at idle. Before it was not at all but is suppose that bolt was a nice size vaccum leak...opps

Well I did get that excel stuff finished with the data log info i recorded after i fixed the vacum leak. Im excited to see if its better. It needs to get nicer out. Snowed a little bit today, and was only 30. Definitly not driving in that.

Say i get these VE tables smoothed out in the next week or so.. then what do i go after the spark tables?? Ive been learning so much about the VE side that i have no idea when it comes to the spark.

 

I'd say the first thing to do would be test your knock sensor! Run TP and datalog, engine off I think will work and hit the block near Knock sensor with a hammer. Make sure you get a reading. No I am not kidding, the GM manual states this as a test...

Then search here, lots of guys have put lots of time into timing tables.

 

Wow, really thats a awsome way to test it(its practical). I dont get any spark knock now ... but ill go see if the sensor really works, when i get those VEs stable.

 

I tested the knock sensor.. works like a charm i did notice that you cant read it when the car is connected to tunerpro and not running...I kept hitting and hitting and nothing, so i went to start the car and instantly the knock count was 56...... yea i hit the block all over arround the starter/knock sensor area.

I got my BLM's to stay at 133 today when i tried out the new Idle VE table. Thats much better then the pegged 140 in closed loop. Im sure it can be tweaked some more but for now till i can drive it arround a record for a bit, it will work. Id like to do the excel thing one more time after a good 30 minuet data log.

Out of the 500 idle cells in closed loop on Excel ever last one was 133 BLM, that with me giving it a light rev every 30 seconds or so, it wanted to go back into open loop.... But im finally seeing some results with tuning, at least in the numbers!!!!!!

 

I just read the manual and you have proved me wrong. Engine needs to be running to hit the block and test!

 

Tuning seems to be going well. Im just amazed how high my values are beeing in the idle table... for example when i use the excel route, @ 1000rpm/45kpa ill have 69.XX and then right below it at 1000RPM/40KPA ill have 76.XX. Then as it goes lower after that the numbers go down.

Has anyone else had a problem tuning the Idle tables after a cam and ported heads were installed? I know I have a good vac. and its a steady vac at idle.

Seems like my main ve is almost there. Average of 123.8 IIRC. Thats with a few bad bad values in cells ive never had to change till now. So im sure after what i did in excel earlier to the cells ive never changed, they should be better now.

 

Yes, this is always a major issue! But not with your cam and vacuum readings... you should be able to get them correct easily, you've got the hang of it and done well faster then most in other areas of VE table.

So why can't you get idle VE right? What's happeneing? Is it going open loop idle? We determined that this ECM uses idle table under 3 mph... so I don't know why your having an issue?

 

The last log that i took it reamained in closed loop the whole time i had it at idle and that was after a 30 minute drive. Im going to try the idle datalog one more time tommorow then if its still bad ill be worried why it is like that. It just seems like once it sits at idle for say, 1 minuet, then it goes down to the BLM's its suppose to.... Its like its delayed??

 

have you adjusted your BLM cell boundaries at all? nevermind i just looked at the .xdf. in saujp theres a designated idle cell and the blm map and rpm boundary tables can be adjusted to keep the idle in cell 4, well thats where mine is anyway. then there is the stay alive memory(SAM) that saves the last known blm value for the next startup. but again, thats what i have in S_AUJP. but id assume it may be very similar in $88? the gurus would have to answer that question. i know V6 mode can be enabled in S_AUJP too that might be an option

 

No i havent changed the cell boundaries. Im not quite sure how to do that.

 

another question when my car deaccelerate it goes in to that mode when it takes fuel out(low BLM). I forgot what that was called...anyways are those values being logged into my history tables and when I export the info to excel??? Because it seems as they are and there messing up my average.

 

yeah the .xdf you are using seems really basic to me. you should be able to disable decel fuel cut off to get the blms in the range you want.

 

Whats that mode for anyways??? Gas milage? Or not loading up the cylinders?

It may look simple but i sure cant fine a value that i can lock it out till im done data logging. Im so close, like 127.9 ave. BLM without those pesky 107 and such when in deacc. mode. Makes it alot easier if i could just turn them off for a bit...I wana make sure its right before i move on to the spark tables which i have no idea how to fix. The stickys just confuse me more!

 

107? if DFCO was affecting it then the blm would be above 128(lean). its mainly used for fuel economy. as i said above the $88 .xdf seems really basic and i just looked and nothing for DE or DFCO. 107 is pegged rich, decrease the values in those cells and it should start to climb.

 

See post #97 in this thread. IIRC, in decel it won't actively learn.

RBob.

 

if the blm's were 128+ that means that the mixture is lean and its adding fuel. -128 means its taking fuel out. In de accel. mode its taking fuel out hence the low values.

ok Rbob thanks!

 

oh yes, thats right, havent been using CL so i forgot it locks blm at 128 iirc.

fast eddi, its pulling fuel out so the values in those cells need to be reduced. looks like you dont even have DFCO enabled anyway

 

Unless someone has a better $88.xdf the one he has, has no mention of DFCO in scalars, bimasks or tables? I got the $88.adx going for him but not good at XDF's

 

Ok so i dont have a DFCO in my $88 mask?? I though in DFCO it pulls fuel out??? hense the low BLM's, its in closed loop. Sorry im lost. I definitly have no DFCO tables in my mask though, not that i can find. if i adjust those values wont that mess up my values when its accelerating? The same cell will be at 125-8 when accelerating but when de accelerating to drops to the bottom 100 or so, in the same exact kpa/ rpm cell.

 

if DFCO is enabled it basically locks the blm and int at 128, so the ecm doesnt trim fueling during dfco at all. the blm is low in those cells and the values need to be reduced. forget DFCO and that i mentioned it, sorry for confusing you.

 

someday id like to help, but im not sure of a good place to start. any suggestions on where start my research? stickys?

*as far as commenting and more in depth programming...

 

It's also something I want to learn. Kind of a lost art or dying trend... never have I seen a sticky on how to dissamble and comment a bin. But I've read you need one of these?
http://www.techedge.com.au/utils/dhc11.htm

I was surprised to find $88 had no adx for TunerPro being it is used in a Camaro, although V6 and I have been learning how to do them.

 

Ok will do

 

I'm new to this but there's a $88.ads on the TunerPro site which is imported to TPv5 as an adx and it seems to work fine.

 

Have you been data logging??? eagle mark made some better files that will have history tables and different views, it also adds a pause so that the info doesnt glitch, if it does, because mine did with those ads files from tuner pro

 

When I said surprised it was because there are so many Camaros with V6 and no one converted the ads yet.

.ads is for TPV4, there have been many issues with import to TPV5 which works excellent and gives you a more user friendly file you can even edit in notepad.

But for some reason, we don't know why, I think it's because TPV5 is so FAAST! You need a little pause in the adx once imported and converted to adx. Actually this $88 needed a lot of work to match the original ALDL.ds file which has commands and address for data that scan tools use.

You may have been lucky and just got a good connection once, we did that in testing but next time had a glitch. It may also be your car is different? The way this ADX is set now it should work properly on all $88 cars, first shot, every time.

 

I agree! 1st time. every time, it connects! My car did not like the ads file and eaglemark's added alot of stuff thats useful(history tables and such)

 

When I said it seemed to work fine I have nothing to compare to as it's the first time I've done it. The displays do "flash" some and red error warnings flash. Is that the glitch you're talking about? It also takes a while to connect cleanly. Where can I get the better adx? My car is stock 3.1 '91 Firebird. I'm still reading up on how to interpret all the data beyond the simple stuff. Lots of new terms and acronyms but I'm a programmer by trade so that's not unusual for me.

 

@Rbob

since $88 is a little undeveloped right now, would it be a good idea to switch to a more established code, like $8D?

 

Yes that red flash of error is the glitch here is a better adx thanks to eaglemark, it should stop your glitch if not there are more files that work also. I had to zip the file in a folder, unzip it and load it as the adx file.

Im new to the tuning too do dont feel bad, im sure alot of people were thinking i was dumb with all those questions....

 

This can be done. If the EGR is retained will need to change to a vacuum controlled unit.

RBob.

 

Ok, i advanced the timing a little bit today and smoothed the tables out. So ive got a few questions?

1: I tuned the SA tables to that i never read spark knock and no knock retard. I obvously saw some and fixed the tables. Know my total timing at 40kpa and 2400Rpms is high! 44*. That seems very high to me. What is the upper limit of timing on these V6 motors?? Keep in mind i saw no spark knock or knock retard.

2: How does PE mode work when in the SA tables? Is the PE spark bias to remove the timing only in PE mode?

3:Are the upper ends of the VE table used in PE mode?? There is not much info on this crappy $88 mask and im lost at learning were stuff is in my bin.

4:lastly what is cat-con or what ever its called? I forgot the right name but if you know what im talking about youll somewhat understand what im talking about, its what locks values in PE mode, such as locking the BLM at what it was when entering PE mode.

Sorry im such a idiot when it comes to this tuning on $88 but info is hard to find. All i can come up with is suff for the $8 mask.

 

And there's your sign!

 

hiow would i change over to the $8D mask? Would i change the pin out on the ECU> If it can be done im up for the challange!!

 

The cat-con is the catalytic converter. Most of your other questions have the same answer as if it were $8D mask.

RBob.

 

What's the $8D originally from?

 

It's the same ECM 1227737 or 16197128 I have listed.

90 - 91 Y CAR 5.7L TPI
90 - 92 F CAR 5.0L & 5.7L TPI

 

It was used in the '90-'91 Corvette in the under hood 1227727 ECM.
It was used in the '90-'92 Camaro and Firebird with TPI in the 1227730 ECM.

Those are the only applications that I know of that used $8D. Which is also why there is a lot of info on $8D here.

RBob.

 

Car is down at the moment with a bad FPR so won't be logging for a while. I do have a prom question though. The bin is a binary file and the bin definition file is a text file. When the bin is changed is it the text file that is changed and then compiled to the binary file or is the binary changed directly? Was a disassembler used originally to get from the binary to text? I'm trying to understand the file relationship and it's not fully clear yet.

 

fasteddi's next question is going to be, but that is for a V8? I looked at a $8D_MOD.xdf and it had cylinder select for 6 cylinder and cylinder volume.

So I'm curious, he just uses his ECM, his memcal, uses a $8D .xdf but what bin to start with?

 

You starting to know me too well Read my mind! Im sure the $88 mask is easy to work with but with the support and such of the $8D mask, id really like to use it instead.

 

I dont know the exact info, but when you change you bin file you are changing it and only it! The definition is just to dissasemble it so you can read it, at least thats what i would think. Ive read older post on hex dissasembly and that stuff is over my head. Im just trying to understand how to find areas in my XDF mask to change the bin... I was at school for 8 hours today learning about HVAC(heat, vent, A/C) I graduate in may, so thats really what i do, but between that stuff and thistuning stuff my brain is smoking!

 

Everything you learned will transfer easily to $8D. Grab the $8D stuff and open it in TP and take a look.

 

i already did but some of those values are alot different, such as the min BLM. its like 150 and the max BLM is 158??? I must need to change some areas first, so im going to look at it for a little while more.


Actually my min BLM is higher then the max BLM in that mask.,
But the cylinder volume and number is correct.

 

Ok Im looking at (chip code mask) which is 88 and (prom ID) which is 1331.0. Would those numbers need changed? Im not sure what to do on this so any tips are great!