27C128 says memory range outside EPROM size. 27SF512 seems to work although I can't seem to figure out how I actually saved what I read.

 

Try that. No idea if I did it properly

 

Corrupt!

 

Chip is a D12728A. I don't know if that means anything to you

 

Nope

Check online, you-tube etc.. There are videos on how to read a chip. Depends what you are using. The chip has to be aligned properly (nocth). But if the chip is already in the memory adapter (JET is), then you have to install the memory adapter into another adapter, that goes into the burner. You need to offset (skip) the first set of pin holes and make sure the notch is towards the burner handle (Moates)

You need to plug everything up before you open TunerPro

 

Your offsets are wrong if it’s a 32k file size
27c128 read chip address and buffer starts all zeros
end address 003FFF

 

Try that

 

Yep works!
I can't compare it because I don't have your '87 AT OEM tune. You have to extract it from your eprom.

Don't work!!! Is this a $32 or $6E BIN?

 

Understood. That's the one under the Blue cap in the ECM, correct?

 

Yep, but you can't remove it. You have to read it using the whole eprom and adapter

 

It’s based off ABWN

 

ok, so $32B. I don't have the XDF for that... yet lol

 

I hope it works. Really curious as to what you guys think of those expensive "gain 30 HP chips"

 

They basically added a bit of fuel on an already OEM rich tune (ABWN) and a bit of SA




EDITED:

As far as I am concerned, I can't see 30HP with just this tune. Impossible IMO.

 

I agree. That there is digital Snake Oil that 20 years ago I fell for. Mind you the information wasn't as easy to come by as it is today.

 

I'm no expert of $32B, but it seems that the MAF tables are used in ABWN instead of BPW Fuel vs Load. If it's the case, the modification to BPW Fuel vs load by Jet is useless.

Maybe @Tuned Performance could chime in.

 

I honestly don’t use $32 or $32B so not sure I use $6e

this answers a lot of fueling questions

https://www.thirdgen.org/forums/diy-...b-tunning.html

 

What's the reason against the 32B? Mind you I do see quite a difference between that and the 6E

 

A few reasons , easier to adjust maf tables, cold start injector disabled with cold start enrichment.

 

To me at least 32B seems a bit dumbed down, almost basic English and a bit more self explanatory. There's an EGR flag for example that can simply be turned off. There is no flag in the 6E. Some of the scalars seem a lot easier to understand however that may simply be my limited understanding. Just so I'm clear. The BIN can be programmed with either 32B or 6E?

 

I don’t use tunerpro much for editing but just depends on your xdf expanded $6e has a flag I believe but that’s just for the malf. To disable need to max coolant temp to enable.
is a bin is 86 it’s $32 , 87-88 $32b 89 $6e heck there’s $12p if going sd. Anyways edit bin with proper xdf. They’re not the same but yes any of these masks work in the 165. There’s even wideband tracking bins for d8 wideband input. Same with datalogging not sure but I think 86-88 is 160 baud upgrading to $6e not positive but think you can connect at 8192 .

might look at this xdf fir $6e I have been using TC

https://www.thirdgen.org/forums/diy-...code-36-a.html

 

I have seen that and more on some vehicles. A Hypertech programmer on my 2012 Titan I had knocked 7 tenths off it at the 1/8 mile track and gained nearly 3 mph. Flashed back stock and it slowed down. Flashed it back with the Hypertech tune and it went 7 tenths quicker again. Eventually I custom tuned that truck and without the coding Hypertech added for the throttle mapping I never could run Hypertechs track times despite making a bit more power.

Some of the biggest gains I have seen were on mostly stock TBIs.

 

Thanks!

 

Any of you fella's know of a current emulator that's as plug and play as the Ostrich 2.0? I've decided I don't want to play the burn and remove game. I bang my head to many times under the dash doing that. I'd get a 2.0 if I can find one but if you know of something that's currently available that works just as well. please let me know.

 

You might find a ostrich on a Honda page , or pocket romulator isn’t that expensive.

 

I was looking at Tuner Cat and the 6E file has a lot more parameters then the free one from Gearhead. Is there a reason for that? Is the TC one an actual factory original and has the Gearhead one been modified? Curious as to why the difference

 

What’s available on a hack is just what decoding a person has done. I like the interface of TC, you can drag and drop a Tdf to become a xdf in TP.

 

Ah ok. I'm thinking for stability sake I'm going to go with TC and that 6E. When I said there was no EGR flag, that was Gearhead. The TC one has a lot more flags. Are the BINS from Gearhead pretty good as far as you know?

 

Yes I donated a lot of them when mark was alive.

 

I have donated more than a few and a few XDFs as well there although mine were mostly TBI stuff.

 

Is there a way to get the Tunercat $6E.TDF file into an XDF so it works in Tunerpro?

 

Try opening tunerpro rt. Don’t have a xdf loaded. Drag and drop the Tdf folder into tunerpro rt. I believe I’ve done it that way before.

 

I owe you many beers. Looks like it worked however it says at the top that no XDF is loaded. Is that going to be an issue? Everything is in a different order but it looks like it's all there and the data in it looks correct.

 

Once the Tdf is dropped in you can save and rename that xdf

 

Just read a 2010 article on MAF tuning. Cleared a few tings up. However I'm not sure where to start with regards to fuel injectors. I have the Bosch 3 M-9593-BB302, and I entered the v-bat/voltage offset per that table. The injector sheet says the numbers were done at 39.15 psi. Our cars run 43. I don't know if it'll do less than that even with an AFPR. I believe that makes them a 31 pound injector. Probably not a big deal. The issue I'm having right now is the long crank time. I did not experience this with the ARAP BIN. The APYP BIN acts like there's no fuel for about 6 seconds, then it lights off. Not quite sure what parameter gets changed to deal with the startup fuel shot.

 

Deleted off topic

 

APYP is from an 89 5.7 Vette. Didn't you mean that modded BIN you created?

 

add .500 1-8 crank pw multiplier vs ref pulse

 

Ahhhh. Yep my bad. I misread APYP for APYS.

So, if you changed the injectors size from 22 to whatever you have (31 or 32?), the ECM should spray too much fuel for the 350 at start-up. Not the other way around. The ECM opens the injectors for a fixed amount of time on cranking. So bigger injectors means more fuel, not less.

Initial timing still at 6*? Might want to bump that.

If you data log the long cranking, check what voltage you get, but mostly, check if RPM goes over 300. There is a bitmask on tunerpro for "Engine Run". It needs to turn "on" to activate injectors. ECM won't declare engine running until it sees over a certain threshold. I believe it's 300rpm. It's a common problem with TPI when the starter or battery get old. Sometimes when the car sits for a while, battery depletes or old starter needs more time to spin effectively.

 

Formula goes like this:

305 engine with 19# injectors = 19/305 = 0.063 ratio (OEM)
350 engine with 22# injectors = 22/350 = 0.063 ratio (OEM)
350 engine with lets say 30# injectors = 30/350 = 0.086 ratio

Adjustment = .063/.086 = 0.73 factor

Means you have to multiply the table Injector PW vs CT by the factor to reduce fuel. That should get you in the ball park then you can fine tune after.

 

ARAP and ARPY have 1-8 zeroed out. So they're should be no difference for the OP right? That's not what is causing the problem IMO. It's only 8 DRP, far from 6 secs.

 

Added fuel to get the engine to pop off seems to help . Worth a shot . Some 305 tunes have pw in the lower drp cells.

 

Man you guys are impressive with the amount you know about this stuff. Thanks for the help

 

Been there done that…. thousands of hours of trouble shooting and data logging!! Still learning every time

And of course TGO members helping me in last 10 years!!!!

Also, starter might not be strong enough if 350 has higher compression.

I switched to an LT1 style and way better

 

It's a high torque mini starter. It's cranking great. No doubt about that. Battery is new as well. It was ok with the ARAP. I added .500 from 1 through 8 to that scale Tuned mention.

 

Keep us updated what seems to work

 

Interesting to see if it’ll work!
ARAP and APYP have same DRP cranking multipler! Unless your ARAP was modified
yep keep us posted

 

noticed that and could never understand why gm had such a difference

 

I'll get to it this weekend and update you.

 

I would bump them up to 50 psi Key On Engine Off, multiply out the flow rate as well as offsets for the 50 psi setting. The 85 TPI setup I had on my G20 was set at 46 psi stock. It is also not hard to calculate the break point so that you can figure out where the base pulse adder ends. On the Raptor injectors in my Express it is at 1.6 mS. Minimal corrections needed on the 6.2L injectors.