Using the Tunerpro Control T Difference tool to try to upgrade my latest V5 BIN to a V7 BIN.

Not the most competent on HEX addresses, but the instructions state to update from from 0x00E to 0xB5A

1. It looks to me like 0X00E is not there. It jumps from 000C to 0016. I think you begin the copy from 0016.

2. It looks to me like 0xB5A is not there. It jumps from 0B57 to 0B5D. I think you end for a Naturally aspirated BIN at 0B57

I did all that with some chicken picking on items that either I didn't want or didn't apply.

Loaded it all up and started the car. Tach in TP Dashboard pegged at 6k at idle. Wouldn't budge Tach in dash was reading correctly.

I didn't see any parameter in AUJP 5 or 7 related to the tach.

I returned to my last set of AUJP V5 BIN, ADX, XDF and everything worked fine, including the tach.

Don

 

The following from Appendix A of the v7 Documentation should explain the issues are having. It is not an issue with S_AUJP:

You will need to transfer (copy) your Calibration to the S_AUJP BIN. There are two ways to do this:

1. Transfer Calibration Using a Hex Editor (This is the RECOMMENDED PROCEDURE)
   To make the transfer easy, a good Hex Editor is needed. HxD is free for personal use and is recommended due to its ease of use and invaluable error reporting if the incorrect area is pasted after a copy. Download here:
   https://mh-nexus.de/en/downloads.php?product=HxD20
   Select the English Installable or Portable version.
2. Transfer Calibration Using TunerPro
   This is NOT the recommended procedure because it is prone to errors. This is not a fault of TunerPro, but is due to the differing content of Calibrations. TunerPro should only be used if you are proficient in its use. If not proficient, use the easier, all at once Hex Editor method above.

 

It was operator error. Not an issue with AUJP V7. I adjusted some of the Engine specific variables without using the Difference Tool. Turns out Eight equals Zero. A fact that I did not realize when setting the number of cylinders for the engine. I am sure the tach in the dashboard didn't now what to do.

I used the Difference Tool as I don't even know where to start using a hex editor.

Don

 

Glad you got it working.

 

The V5 BIN that I have been using for a long time was "adopted" when I added the WBO2. By using the Tunerpro Difference tool, i was able to see the various parameters and tables that differed between my last V5 BIN and the generic V7 BIN that Elky provided with the V7 Zip file. I downloaded the HEX editor as suggested to learn some new skills. Maybe there is a way to read it, but the Hex editor copy and paste would not have told me what I was conveying into V7.

I used the Difference Tool and analyzed every difference one at a time. Edit Parameter XDF Info allowed me to read the descriptions carefully on each parameter. I used the compare tool to see the specific differences between the V5 Entry and the default entry in V7. It was amazing how many of the V5 settings were significantly different than the default AUJP or Factory Setting. Even the parameters that said "Don't mess with this......" were changed. Could explain some of the odd experiences in my data log (like knock retard during prolonged idle)

With the exception of the parameters specific to my set up (e.g cylinder volume, Injector flow, VE Tables, SA Tables, etc) and a couple related to MAP (WOT at my elevation is 76 KPA), I pretty much used the default AUJP settings. I am hoping that the AUJP defaults will work well with my ZZ502 1227730 combination. This is a high performance road car. No racing.

I have not tested it yet.

If anyone has recommendations, I would appreciate input.

 

Sharp -- You have described the very reason for NOT using the TP difference tool, but rather the reason FOR using a Hex Editor.

Here's a very important concept everyone should know: If one were to use the S_AUJP bin with the default calibration values and did not make any changes, many things would be implemented/changed that may not be desired. This is because by it's very nature it's "Super" AUJP, meaning it's for high performance (Extended Tables, no EGR, no AIR, no CCP, etc.).

However, when and entire calibration from an existing BIN is copied to S_AUJP, ALL (note "ALL") of the defaults are overwritten and the resulting BIN will operate EXACTLY as it did before. Note, "EXACTLY"! A very important concept.

Then, once that's done, the user can now choose to implement new features, make changes, etc. being guided by the Documentation, because the new XDF provides that access. Additionally, the new ADX may provide reporting of many additional items even if no calibration changes are made because the new S_AUJP code is reporting them.

Look at it this way. Using a Hex Editor to copy and paste is identical to copying and pasting with a text editor or word processor, except that hex is being moved rather than text.

Hope this makes sense and is helpful.

Elky

 

The Value of this Forum is access to the knowledge base of experienced tuners.

I was concerned about just copying over the parameters where the description specifically included the terms "Do not change unless you know what you are doing" and the amounts in the V5 BIN were different than the default in V7. Whether those changes in the V5 BIN were appropriate for my set up, I do not know. My assumption was that by copying only the known parameters over, I would be starting with a clean slate and not continue to have parameter differences that may not apply to my set up.

If you remember this from my very first post on this forum, this table is an example of something in the V5 BIN that makes no sense. This was the Launch Control problem.

Also note that the LC Spark Table below has been set with all SA-REF values =20.04, and with a 10 deg base (actually 9.84 rounded), bingo you get:
SA-TDC = 20.04 + 9.84 = 29.88 deg, the magic number
And as long as LC is active that's what you're going to get. Now, why all values are 20.04 is another mystery and is grossly incorrect, but that's for another day.

 

Space-Please know that my purpose here is not to be argumentative but rather to be helpful and to ensure that things remain factual and accurate. The Launch Control Table posted above is NOT the table included in S_AUJP v5 Rev D BIN. Below is the table I just extracted from the downloaded v5 BIN posted here:
https://www.thirdgen.org/forums/diy-...available.html

Here's the correct table:


This is also the table included in v7. Don't know how your table is as you show, but the only way it could be that way is if someone changed it, or in line with the above calibration transfer conversations, your calibration was improperly transferred to the v5 BIN resulting in data being misaligned. It's impossible for calibration data to be misaligned when a Hex Editor copy/paste is used.

Further to this, the v5 documentation does not mention using TPro to transfer the calibration. It specifically addresses using a hex editor. The v7 documentation has been significantly updated providing step-by-step details and diagrams for calibration transfer. But, with a big caveat, it does include using TPro because some people want to do it that way beause they are uncomfortable with hex; but by doing so are potentially wading into a bag of fishhooks.

Also know that if your v5 calibration has a flawed Launch Control table, if you copy the v5 calibration to v7, the correct v7 table will be overwritten. To avoid that, I would be glad to review things and create a v7 bin for you if you will post your current v5 bin. I would merely copy your calibration, excluding the LC table, so all is just as it is today except that the LC table will as it should be.

 

Ekly
I am the student here. I have had this car for 25 years, I have been attempting to learn how to tune it for 2 months. I do not consider what you say as argumentative. I consider it constructive. The V5 BIN that I got when I added the WBO2 came from another tuner Until I did the comparison between the V5 BIN and the Starter V7 BIN that you provided in your Zip file, I never realized what differences existed. Undoubtedly related to some other vehicle.

The Transfer tool lined them up side by side and it was daunting for me to see how many parameters were different between my V5 BIN and the provided generic V7 BIN. I attached seven pages of differences (not counting the VE and SA tables). I looked at that list with glazed eyeballs. I really didn't want to just blindly copy them over to the V7 BIN. As you say, that copies bad data over good data.

Anyway, I attached the Originating V5 BIN. Name is DCH WB BIN 47-20.39.

I also attached the Generic V7 BIN in your ZIP file that has been updated with VE tables, SA tables, Engine Specific stuff, etc. Name is DCH V7 BIN 47-20.39. I will be curious as to how much of this BIN is in good shape,

Honestly, I appreciate the assistance in learning this process.

 

Here's couple of instances where V5 had changes that were "DO NOT CHANGE" parameters

 

V5 CSV

 

Your calibration in DCH WB BIN 47-20.39.bin was copied to the Production v7 BIN: S_AUJP_T v7-43.BIN (in attached zip). Your v7 bin was not used because of the flawed Launch Control table. The v7 bin will run exactly as v5. From this point forward, you'll need to use the v7 XDF and Normally Aspirated (NA) ADX.

The following changes were made after the copy to correct some things. You can verify these changes by comparing your v5 bin with v7, but THE V7 XDF FILE MUST BE USED -- NOT v5 (log of changes in attached zip):

0x027=SPARK ADV, Maximum for SA-REF
Changed from 45 to the correct value of 41.84 degree

0x8cf
v5=ALDL, Word# 02 U5/U6 Chip A/D Voltage (or Program ID), which was removed and replaced with
v7=ALDL, Word# 01 Air Flow
Value was changed from 0x01B9 to 0x006B to report Air Flow in gm/sec

v5
0x92d/92e & 0x92f/930=ALDL, Word# 49/50 Accumulated Fuel MSB & LSB
Values=3130 & 3131
This was meaningless and was replaced in v7 with:
v7
0x92d/92e & 0x92f/930=ALDL, Word# 48/49 Distance Travelled MSB & LSB
Values=3085 & 3086

0x98E b1
v5=V4 OPT 1, b1, Perform U6 Chip Read (S_V4/5 Only)
v7=S_AUJP OPT 1 (0x98E), b1, Launch Control Spark Usage Time
Changed from set to not set to accord to v7 default

0x990 b6=Light/LED Pin F5 SELECT, b6 - Report "In PE"
This bit appears to be incorrectly set. It was changed to the default of not set to accord to the v7 default.
If you are using the LED light functions (unlikely), change it back to set.

v5
0x997=U5/U6 Chip Read-Channel # to Read (S_V4/5 Only) (U5=00-80; U6=0-7)
v7=Not Used and removed due the addition of Sensor Diagnostics.ADX
Changed from 0x50 which was v5 U5/U6 channel # t0 0x00=v7 default

0x99B b6=WB OPT 2 (0x99B), b6 = Sensor #2 Pin (0=F14; 1=A3[Default])
This bit was not set, which incorrectly said to use Pin F14 for WBo2 Sensor #2, which is also the Pin for Sensor #1.
Fortunately the code deals with this issue, but changed to set to indicate Pin A3=v7 default.



You also might consider reviewing the following which were NOT changed. They contain values considerably different than the v7 defaults. They may be as desired, but still should be reviewed. However, if the engine is running as you desire, if it ain’t broke, don’t fix it:

Address-------------------------------Item---------------------------------------------------v5-----------v7
0x629--------IAC Param, Park Position at Key-off------------------------------------------180---------60
0x62e--------IAC Param, Idle RPM Added to Commanded Idle in Park/Neutral----------50----------100
0x65d--------IAC Throttle Follower, Slope Gain--------------------------------------------185.16-----39.06
0x65e--------IAC Throttle Follower, Maximum Steps Allowed if In-Gear------------------40----------230
0x68a--------IAC Param, Warm Park Position .vs. Coolant Temp Table-------------------250-10-----125-5

 

Elky

I received the Updated V7 BIN based on the Values in my last V5 BIN. I understand it needs to run with the V7 XDF and V7 ADF NA

Snow and mud , but think I can get a test drive in on Saturday or Sunday. I will report back.

Thank you for taking your time to finesse the parameters into a V7 BIN. Your assistance an guidance is much appreciated.

 

Test drive today. I am up and running on V7. Thanks to 84 ELKY

Follow up Question.

While driving, I was watching the TCC lock and unlock. Couldn't feel a thing. I built this car 25 years ago. It has the 4L60 (cable kickdown) transmission. I suspect that we put in a aftermarket TCC lock up kit. I will have to trace it back to find out what I did.

Is the TCC lock up from the 7730 a command or a response. The IAC is a command, and I am thinking the TCC lock up is the same thing and has nothing to do with what the transmission is actually doing.

 

1)
Glad it's working!

2)
Yes, Lock/UNlock are commands to the trans based on MPH using these Scalars:

You can test if in lockup by tapping on the brake above the lockup MPH. Should see a brief RPM spike as the TCC unlocks momentarily and then a return to prior RPM as TCC again locks. If that not seen, it's likely trans is not properly wired.

3)
The 4L60 and 700R4 are essentially the same and include "overdrive" (TCC lockup), so no aftermarket kit would have been added. It's already there.

4)
Given your engine, might consider:
---Change 3rd lock/unlock to 255(/255 to prevent locking in 3rd gear
---Change 4th to something like 45/43 or even higher to allow lock, but without lugging the engine at low RPM and high gear.

 

1. I found an old installation manual for the Wiring harness to the TPI setup from Street and Performance. The harness has a pigtail for the transmission. I knew the 700r4 / 4L60 had lock up TCs, but didn't know if I had one of the aftermarket Lock up kits that work off engine vacuum. I will run the test.

2. The dash board shows unlocking and locking. It also shows "in 4th gear" all the time.

3. I will try the test with the brake tap.

4. I will make your recommended changes for 3rd / 4th lock up.

 

idling in driveway, in P/N and dashboard shows in 4th gear.

I think have the settings right. Tach and speedo working fine

see attached settings

 

Settings are correct. You were without a VSS signal in this post: Main SA Table vs History - Third Generation F-Body Message Boards
Assuming that has been resolved given you have MPH, there is no reason to not have proper gear indication if trans properly wired.

So for clarity, ensure you are using the v7 ADX file with the v7 BIN and post an exported .csv log that incorporates the Items of importance below:
After key on and engine start:
ERROR 24, VSS Failure

In this order:
1) In P/N at startup (obviously)
2) In gear (Drive) while stationary and
3) While driving in 4th at MPH above TCC lock MPH:
Gear Status-4th
Gear Status-In/Out
Gear Status-UPShifted 3rd to 4th
TCC-Status

 

V7 Tune 50 CSV

 

I checked CSV files from Version five. After fixing the VSS, I show 'in fourth gear" in earlier CSV files. Been an issue for a while

 

I hit send too fast.

I could be wrong, but it looks like "in 4th gear" is a mathematical calculation, nothing really to do with the transmission actually being in 4th gear. The formula seems to be RPM / MPH > 3.70 is determined to be in 4th gear. I have RPM and MPH in the log.

I was able to confirm that TC Lock was occurring. I set the threshold for 45/43. I can slowly increase speed from 44-46 and can feel the lock up. I don't see a change in RPM, but I do see a jump in MPH at lock up. Engine has a lot of low in torque so probably cruises through the lock up process with impacting engine speed

 

Here's my $.02. Cannot determine from your V7 TUNE 50.CSV log that TCC is locking because every time the command to lock is provided, TPS% is lowered and RPM drops. So which is it for RPM -- a drop in TPS% or lock??? Can't really tell.

You need to do 2 things. You can then analyze and determine what's happening:
1) Log while mildly accelerating into lock without letting off the throttle.
2) Once locked is indicated and driving at a constant MPH above lock MPH, do the brake tap test described in a prior post to see if get RPM blip. Watch tach. This will tell for sure. No RPM blip, no lock.

It also appears that something is still not wired right or there is an ECM connection issue because the ECM is not setting bits as it should because it might not be receiving information from the transmission for the items below. Have no idea why:
Gear Status-4th
Gear Status-UPShifted 3rd to 4th (this is actually toggled when go i3-4 and 4-3)

"Gear Status-In/Out" is properly indicating, but that is coming from the P/N switch and not the trans.

See your log and mine below. You're always indicated in 4th and there is no toggle for 3-4 up-shift of 4-3 down-shift:

Your Log



What it should like.
Note the change in 4th gear status and the indication of a 3-4 upshift. Also, note RPM drop from 1875 to 1575 after lock with constant 12.9 TPS%

 

I actually did some light throttle accelerations this morning on Tune 52. My travel is on a busy two lane road, so hard to really do a great test. Attached are three sections from the CSV that are fairly close to what you are requesting. TPS is static, there is a drop in RPM coupled with a static or slowing increasing MPH. These three captions seem to say to me that the TC is locking. I also sense it in the feeling. Look particularly at Lockup 3

I tried the brake tap and it didn't work. I probably have some other setting keeping it in lock until it drops to 43 mph.

What I don't understand is that the "in 4th Gear if the N/V ratio exceeds 3.70" doesn't control this.

 

Something to Check

Attached

 

Looking at the schematic for the TCC solenoid, the TCC lock up is controlled by what is probably a power wire from the ECU pin F6. The other side of the lock up is a ground that comes from the brake switch. I gather the OEM brake switch was four wires, two for brakes and two for the TCC lockup. This car has a firewall mounted adjustable lever brake switch. Two wires only. I would have to check, but my guess is the feed to the BS is hot from the fuse panel and the other side goes to the lights and the cruise disconnect relay (led tail lights)

Probably the reason that "tapping" the brakes won't disconnect the TCC lockup.

I have had this car for a long time with lots of miles and I am pretty comfortable the lock up is occurring. Perhaps, the missing brake switch ground is replaced with a "hard" ground.

I have check CVS logs back as far as I have kept them and every one shows constantly in 4th gear. This is not a new issue, just didn't know it. The schematic shows a 4th gear switch that appears to ground out in 4th gear. I guess it could also be open in 4th gear.

The pin on the ECU is D 14. I can probably check the pin in the cable at the ECU end and see if it is grounded with the ECU disconnected. Unplug at the xmission and see if the cable is bad.

Three Unlock / Lock test on the way home tonight also attached.

 

Yes, you are locking, but you need the brake switch as below. When the TCC Solenoid is active (locked), it has 12v. Tapping the brake MUST disconnect the solenoid (open the circuit and UNlock) for proper operation.



Might try setting this bit to Normally Open to see if that solves things:
Switch 16 (0x016) - Bit 2 - 4th Gear Switch-Type Installed
1 = Normally OPEN
0 = Normally CLOSED (Factory AUJP and your setting)
Please report back if that solves it because that will mean 4L60 (and likely 4L60E are NO and 700R4 is NC.

Indication of being in 4th gear does not rely on the NV Ratio. It comes from the trans sending a signal to the ECM to set n indicator bit.

 

I will try setting that bit and see if it makes a difference. Theoretically, if the switch was NO or NC, it ought to change when the transmission goes out of 4th gear.

There is a 4th gear pressure switch. I don't know where it is located, but think it is inside the transmission on the pressure control shifting gadget. It's conceivable that switch is dead. What I thought I would do to test something is to unplug the transmission and start the car on the rack with Tunerpro running. Since I get "in 4th gear" from the getgo, if that disappears when the transmission is unplugged, I know it is the 4th gear pressure switch. Might be a good reason to change transmission fluid after all these years.

My brake set up is chassis mounted under the floor board. The brakes are electric. I kept scraping off the vacuum booster on speed bumps, so went to an electric pump behind the driver's front tire. Works slick. The brake switch is just a lever actuated switch off the floor pedal. This is a photo looking up.

I have a relay that works off the brake switch for the cruise control. I might be able to pick up a NC contact on that relay. However, t

he lockup drops out at 43 based on the settings in V7.

 

According to the schematic, there are three wires to the transmission control plug.
1. Pin A -Twelve supplied from the brake switch. Power on when brake is off, power off when brake is on (drops out the TCC lock)
2. Pin B- "in 4th Gear". This is a single pit switch on the valve body. According to the literature, a NO switch that closed to ground when the transmission is in 4th gear.
3. Pin C- open
4. Pin D- to the ECU TCC control. Has to be negative supplied by the ECU when instructed for lock up,

I pulled the plug on the transmission. There are only two wires in the plug, not three. Since the lock up is confirmed, that has to be Pin A and Pin D are the two wires. I do not have a four wire brake switch, so I surmise that the Street and Performance wiring harness is supplying the 12 volts directly from a 12 volt source other than the brake circuit.

That also means that there is no wire on Pin B for "in 4th gear" indicator from the transmission.

Now it gets weird. I unplugged the connector on the transmission. I started the car with Tunerpro logging. After connecting tunerpro, the "in 4th gear" indicator was on. Even with the transmission unplugged, the indicator was on. That sounds to me like the Street and Performance harness has pin D14 of the ECU grounded to make "in 4th gear" indicator on all the time. Since there is only two wires running to the transmission control, it has to be by design in the S & P wiring harness. Of course, they are long gone with no resources to confirm that one way or another

The Transmission has a round plug. There is a Round to Square adapter pigtail to the two wire cable to the ECU.

If I can find the source of the 12 volts, I can move that source to the brake control relay for the cruise control and get the power to the TCC lock up controlled by the brake circuit. I may also be able to source a three wire round to square adapter and wire the "4th gear" switch in the transmission properly to the ECU.

In summary, it appears the ECU is controlling the TCC Lockup. Until I figure out he wiring, ,I am permanently in 4th gear.

Photo is of the 4th gear switch on the valve body

 

Not all 700R4s came with a 4th gear switch. GM used both NO and NC 4th gear switches in them. Starting in '89, for TPI ECMs, GM added an option flag to let the ECM know which switch to expect.

RBob.

 

Rbob: He has a 4L60. Don't all of those + 4L60E have a 4th gear switch, or is it some do and some don't like the 700R4?

Sharp:
1) Did you set 0x016 b2 to indicate NO?
2) Despite the indication of always being in 4th, it's just an indicator and although it's not reporting properly, it's not causing any operational issues.
3) Need to get the proper brake switch to unlock TCC when braking.
4) While maybe not directly applicable to your harness, these may offer some insight:
94-95 LT-1/LT-4 OBDI Wiring Harness Street & Performance | Manualzz
LS-1 Wiring Harness Street & Performance | Manualzz

Elky

 

RRob. Transmission is a 4L60 with the five pin round electrical plug. I am searching the web to find a schematic for the five pins to know what they did/do. GM wouldn't put five pins if there wasn't a reason.

Elky Both the S & P downloads are for the 4L60E. I have that same document in my file from my purchase back n 1995 for my set up. The document doesn't address anything beyond the 4 pin Transmission plug to 5 pin adapter.

Also, the harness to the transmission only has two wires. Now, it's possible that harness was designed for the 700r4 without the 4th gear switch, as RRob noted, so only two wires were needed.

I did change the 0x016 but have not driven the car. Now that I see only two wires from the Transmission, I don't expect a change. It takes all of two wires to lock up the TCC

I ordered a five pin plug. I am going to rewire the circuit to the transmission from the ECU and Brake relay. in accordance with the GM wiring diagram on my earlier post.,

See attached instructions with the transmission (also in my old file) Note the wiring on the top of page two

 

4L60 has 4th gear switch that is normally open according to installation instructions

 

Other then a name change, isn't a 700R4 the same as a 4L60? Maybe it has a 4th gear switch, and the wiring was changed under the pan to eliminate the connection.

RBob.

 

TCC +, TCC -, 2nd gear, 3rd gear, and 4th gear discrete inputs to the ECM.

IIRC, someone on the trans board here posted the pan wiring for the 5-pin connector.

RBob.

 

Correct me if I am wrong, but the TCC+, TCC - and 4th gear are the only feeds to the 7730.????

The 4L60 that I got was new GM Performance, not a take out of anything. According to the Installation Instructions, it was designed as a high performance transmission and is a direct replacement for the 1993 Z28 equipped with the 3.23/1 rear axle ratio

Painless Wiring Conversion five pin to four Attached

 

There is both a 3rd gear and 4th gear input to the $8D mask in the '7727 and '7730 ECMs...

The issue here is speaking in absolute terms. Can't be done when referring to automotive transmissions let alone any part of the drive train.

Also, until now there is no mention of the exact transmission that you are using.

Sorry I interrupted your thread.

RBob.

 

RRob

The error was mine. This thread meandered off the original subject substantially. It started as upgrading issues from V5 to V7. 84Elky has been assisting me off on all back to my first post a couple months ago. So, he was aware of most of the hardware. Never thought to restate it when the thread drifted over to lock up and stuff.

However, you have a lot of knowledge on the transmission questions, so your input is welcomed. I think what I am dealing with is a wiring harness that Street and Performance developed back in the late 80s or early 90s, before they 700r had the 4th gear switch. That would explain only two wires in the original harness. I think GM Performance started selling the 4L60 about the time I was building this car. Mark Campbell probably improvised to fit my equipment list.

Do you happen to know what ECU pin to use for the 3rd gear input?

 

I was wrong about $8D supporting a 3rd gear switch input. The ECM has the hardware for it, but the code doesn't use that input. If it did odds are it would be on pin D15. There are a couple of other pins that could be used. But with D16 as the P/N input, D14 being the 4th gear input, leaves D15 between those on the hardware chip device that these pins go to.

It would be easy enough to add to the ECM firmware to use that input. All the hardware and some of the firmware is already in place.

RBob.

 

Ok I have a five pin plug coming. Pick up a 12 volt 30 a SPDT relay that I can use with my SPST brake light switch and I should have brake interrupt power to the TCC and 4th gear input to the ECU.

Thanks

 

Space: Found this in the bowls of my HD. Although it references 5 pin to 4, it appears the A/B/D pins are the same on each:



RBob: Thanks for weighing in here. Was interested in your view that the 3rd gear indicator could be available using Pin D15. So dug up some old pchacking/Ludis info and that indeed is what he believed. Further, having performed extensive VSS/TCC testing/logging, 0x031 b1 is unused (always reports 0), and is right between the 4th and in-gear P/N indicators:
L0031 population from ECM FMD chip:Pin D15 also appears to be identical to the 4th gear Pin, D14:Might be worth a try.
Tks for your input.

 

Lot of Greek here. Sounds like it might be wise to run four wires (or even five) from the five pin trans plug to the ECU. Leave two unterminated until you have proven or exhausted the 3rd gear question. At least the wire would be routed.

Thanks

 

Lot of Greek here. Sounds like it might be wise to run four wires (or even five) from the five pin trans plug to the ECU. Leave two unterminated until you have proven or exhausted the 3rd gear question. At least the wire would be routed.

Thanks

 

@Sharp38

Curious ... did you ever resolve your "in-gear" thing? I setup a new S_AUJP setup and it shows "in-gear" and caused me grief with the "in gear max RPM" which caused idle issues when cold. I Can't find any reason why it thinks it's in gear. Its a manual. There are no pins on those connectors. So it's like I have a flag backwards. Its set for a manual. I figured I could set the in gear max to ZERO and it would ignore it ... but it actually tries to reduce it to zero!

Mark.

 

Stick transmissions are always in gear. There is no P/N switch input to the ECM for them.

Set that value higher. IIRC, this was patched/corrected in S_AUJP. Was a pain in the stock AUJP code.

RBob.

 

Hmm, I am running a later version of S_AUJP with Turbo stuff. Wonder when it was fixed.

 

Mark --

Not sure I fully understand the question, but see if this helps. As RBob said, there is no P/N switch in a manual so no input to the ECM on Pin D16. This results in the "In Gear" bit 0x031 b0 reported in the ADX always being set. There is no relation to this bit and "In-Gear Idle Maximum RPM" other than to set Commanded Idle RPM. The code logic is provided below. Disregard the "If in P/N" explanation for manual trans.

The hard-coded 800 max idle RPM was changed to a variable Scalar a long time ago (default = 1000 RPM in 2014). Setting this value to 0 or something that is not a meaningful RPM will cause a distorted Commanded Idle RPM if In Gear RPM is greater than or equal to the Scalar value.

So bottom line:
1) Set the RPM Scalar at some meaningful value
2) All manual trans cars will report "In gear" unless a switch wired to Pin D16 tells the ECM otherwise.



HTH, Elky

 

Elky,

As always. Thanks for the details. Once I sorted out what was holding the idle, then it started to behave normal. This is on a 3.0L 4 cyl project, so I need a higher idle than a V8 on startup.

Mark.