Betas Wanted for 60 work
05-24-2004, 01:53 PM
#1
Supreme Member
Thread Starter
Join Date: Jun 2000
Location: In reality
Posts: 7,554
Likes: 0
Received 1 Like
on
1 Post
Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Betas Wanted for 60 work
Well, I have a second GN guy now that's running the 60 code, and is doing well. Two others are having issues with other stuff, and just haven't had the time available to play.
So if you're currently running a 749, with the 58 code give me a holler via email, and I'll give you a running copy of the 60 source code. I have a 2 bar, and 3 bar version, just let me know which version you want. And you'll have to spend some time comparing files to edit in your calibration. I say running copy as in I still have some editing to do, but, it assembles corrrectly and seems right.
Like all educational projects, you have to accept the responsibility of looking at it close enough to see if it seems safe to use. No warranty expressed or implied. For educational purposes only.
Being a Beta gets ya, absolutely nothing other then a first peek, at what's coming.
The 3 bar is something new, and a down and dirty answer. So far it seems fine on my car, but I've been using the WB and building the tune slowly.
So far it should be editable with anything that'll do a Sy .bin, if it will allow for the lenght being 32K instead of 16K. The 58-32.tdf for the 32K file is for when you double load it in just the upper half.
The game is afoot................
So if you're currently running a 749, with the 58 code give me a holler via email, and I'll give you a running copy of the 60 source code. I have a 2 bar, and 3 bar version, just let me know which version you want. And you'll have to spend some time comparing files to edit in your calibration. I say running copy as in I still have some editing to do, but, it assembles corrrectly and seems right.
Like all educational projects, you have to accept the responsibility of looking at it close enough to see if it seems safe to use. No warranty expressed or implied. For educational purposes only.
Being a Beta gets ya, absolutely nothing other then a first peek, at what's coming.
The 3 bar is something new, and a down and dirty answer. So far it seems fine on my car, but I've been using the WB and building the tune slowly.
So far it should be editable with anything that'll do a Sy .bin, if it will allow for the lenght being 32K instead of 16K. The 58-32.tdf for the 32K file is for when you double load it in just the upper half.
The game is afoot................
05-24-2004, 06:35 PM
#2
Supreme Member
Join Date: Jun 2002
Location: great lakes
Posts: 1,787
Likes: 0
Received 0 Likes
on
0 Posts
count me in for a 2bar and 3bar try out. ill repin tommorow if you give me a shot at this. Ill work the 2bar first. and plenty of sy editing stuff around my place to last a lifetime.
05-24-2004, 08:58 PM
#3
Supreme Member
Thread Starter
Join Date: Jun 2000
Location: In reality
Posts: 7,554
Likes: 0
Received 1 Like
on
1 Post
Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Originally posted by funstick
count me in for a 2bar and 3bar try out. ill repin tommorow if you give me a shot at this. Ill work the 2bar first. and plenty of sy editing stuff around my place to last a lifetime.
count me in for a 2bar and 3bar try out. ill repin tommorow if you give me a shot at this. Ill work the 2bar first. and plenty of sy editing stuff around my place to last a lifetime.
05-25-2004, 05:14 PM
#5
TGO Supporter/Moderator
iTrader: (12)
Join Date: Jul 1999
Location: SALEM, NH
Posts: 11,723
Likes: 0
Received 89 Likes
on
75 Posts
Car: '88 Formula, '94 Corvette, '95 Bird
Engine: LC9, 355" LT1, LT1
Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
Bruce,
If you wanna email the files over I'll try it out the second it stops raining.
-- Joe
If you wanna email the files over I'll try it out the second it stops raining.
-- Joe
Trending Topics
06-21-2004, 08:29 PM
#9
Junior Member
Join Date: Jul 1999
Posts: 75
Likes: 0
Received 0 Likes
on
0 Posts
Grumpy -
you can count me in for a 7730 until i find a 749(if any one has one they dont want/need anymore and would part w/ it for cheap let me know) i just need to drop in the motor and finish the harness
also iv been looking over the 58 stuff and have had a few ideas for some software, but w/ the car(motor and trans) and school its going to be a while till i can do anything w/ the software.
ttyl
you can count me in for a 7730 until i find a 749(if any one has one they dont want/need anymore and would part w/ it for cheap let me know) i just need to drop in the motor and finish the harness
also iv been looking over the 58 stuff and have had a few ideas for some software, but w/ the car(motor and trans) and school its going to be a while till i can do anything w/ the software.
ttyl
06-21-2004, 09:36 PM
#10
Supreme Member
Join Date: Jun 2002
Location: great lakes
Posts: 1,787
Likes: 0
Received 0 Likes
on
0 Posts
grumpy everything works exactly as it should. EGR included. Tested it by copying every setting from my wifes car ( which runs a 749 n/a with $58 code) and no problems. Everything is perfectly functional. Car just passed maryland emissions when we brought it from florida which it did before the code swap.
Couldnt be better there is perfect stability.
Sean out
Couldnt be better there is perfect stability.
Sean out
06-22-2004, 06:56 AM
#11
TGO Supporter/Moderator
iTrader: (12)
Join Date: Jul 1999
Location: SALEM, NH
Posts: 11,723
Likes: 0
Received 89 Likes
on
75 Posts
Car: '88 Formula, '94 Corvette, '95 Bird
Engine: LC9, 355" LT1, LT1
Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
Originally posted by funstick
grumpy everything works exactly as it should. EGR included. Tested it by copying every setting from my wifes car ( which runs a 749 n/a with $58 code) and no problems. Everything is perfectly functional. Car just passed maryland emissions when we brought it from florida which it did before the code swap.
Couldnt be better there is perfect stability.
Sean out
grumpy everything works exactly as it should. EGR included. Tested it by copying every setting from my wifes car ( which runs a 749 n/a with $58 code) and no problems. Everything is perfectly functional. Car just passed maryland emissions when we brought it from florida which it did before the code swap.
Couldnt be better there is perfect stability.
Sean out
-- Joe
06-22-2004, 08:05 AM
#12
Moderator
iTrader: (1)
Join Date: Mar 2002
Location: Chasing Electrons
Posts: 18,401
Likes: 0
Received 215 Likes
on
201 Posts
Car: check
Engine: check
Transmission: check
Originally posted by anesthes
EGR works on v8 ?
-- Joe
EGR works on v8 ?
-- Joe
RBob.
06-22-2004, 08:31 AM
#13
TGO Supporter/Moderator
iTrader: (12)
Join Date: Jul 1999
Location: SALEM, NH
Posts: 11,723
Likes: 0
Received 89 Likes
on
75 Posts
Car: '88 Formula, '94 Corvette, '95 Bird
Engine: LC9, 355" LT1, LT1
Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
Originally posted by RBob
Sean's car may not have been a V8. For EGR to work on a V8 car it is just a matter of changing two bytes in the code (one instruction).
RBob.
Sean's car may not have been a V8. For EGR to work on a V8 car it is just a matter of changing two bytes in the code (one instruction).
RBob.
-- Joe
06-22-2004, 09:06 AM
#14
Moderator
iTrader: (1)
Join Date: Mar 2002
Location: Chasing Electrons
Posts: 18,401
Likes: 0
Received 215 Likes
on
201 Posts
Car: check
Engine: check
Transmission: check
Originally posted by anesthes
Will that fix the airflow calc in the aldl output?
-- Joe
Will that fix the airflow calc in the aldl output?
-- Joe
The reason the airflow calc returns zero on a V8 has to do with the cylinder number term. On a V8 calibration this term is set to zero. In reality it is 256 ($100). But the number 255 ($FF) is the largest single byte value that can be used. So GM sticks a zero in there.
Now change the airflow routine to load the number 255 instead of the cylinder number term. Wa-la, now the airflow term is usable.
A more inventive type could actually code the airflow routine to check the number of cylinders term and if not zero use it as is. And if zero then load 255 in. In this manner the actual bin/code can be used for either an 8 cylinder or non-8 cylinder engine without having to change the two bytes of code for each.
RBob.
06-22-2004, 10:10 AM
#15
TGO Supporter/Moderator
iTrader: (12)
Join Date: Jul 1999
Location: SALEM, NH
Posts: 11,723
Likes: 0
Received 89 Likes
on
75 Posts
Car: '88 Formula, '94 Corvette, '95 Bird
Engine: LC9, 355" LT1, LT1
Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
Originally posted by RBob
Yes. With this change the airflow calculation will be within 99.6% of the true calculation. Which I would imagine is close enough.
The reason the airflow calc returns zero on a V8 has to do with the cylinder number term. On a V8 calibration this term is set to zero. In reality it is 256 ($100). But the number 255 ($FF) is the largest single byte value that can be used. So GM sticks a zero in there.
Now change the airflow routine to load the number 255 instead of the cylinder number term. Wa-la, now the airflow term is usable.
A more inventive type could actually code the airflow routine to check the number of cylinders term and if not zero use it as is. And if zero then load 255 in. In this manner the actual bin/code can be used for either an 8 cylinder or non-8 cylinder engine without having to change the two bytes of code for each.
RBob.
Yes. With this change the airflow calculation will be within 99.6% of the true calculation. Which I would imagine is close enough.
The reason the airflow calc returns zero on a V8 has to do with the cylinder number term. On a V8 calibration this term is set to zero. In reality it is 256 ($100). But the number 255 ($FF) is the largest single byte value that can be used. So GM sticks a zero in there.
Now change the airflow routine to load the number 255 instead of the cylinder number term. Wa-la, now the airflow term is usable.
A more inventive type could actually code the airflow routine to check the number of cylinders term and if not zero use it as is. And if zero then load 255 in. In this manner the actual bin/code can be used for either an 8 cylinder or non-8 cylinder engine without having to change the two bytes of code for each.
RBob.
I wish I knew assembler as well as I know c.. Maybe Bruce will add a patch to $60 for this.
So it references the cyl number term. So on that insruction, just change it to use 255. Whats the location?
-- Joe
06-22-2004, 11:42 AM
#16
Moderator
iTrader: (1)
Join Date: Mar 2002
Location: Chasing Electrons
Posts: 18,401
Likes: 0
Received 215 Likes
on
201 Posts
Car: check
Engine: check
Transmission: check
Originally posted by anesthes
Hah. Thats all it was?
I wish I knew assembler as well as I know c.. Maybe Bruce will add a patch to $60 for this.
So it references the cyl number term. So on that insruction, just change it to use 255. Whats the location?
-- Joe
Hah. Thats all it was?
I wish I knew assembler as well as I know c.. Maybe Bruce will add a patch to $60 for this.
So it references the cyl number term. So on that insruction, just change it to use 255. Whats the location?
-- Joe
However, before I continue this patch is only an 8 cylinder patch. It hardcodes the bin for an 8 cylinder airflow calculation. So please keep that in mind.
Here is the section of code in question:
Code:
PSHB ; Move D reg to stack
PSHA ;
TSX ; transfer stack addy to X
LDAA LC009 ; Number of Cylinders (6=192)
LDAB #200 ; 200
MUL ; 8 x 8 mult Making this change will force it to load a 255:
Code:
PSHB ; Move D reg to stack
PSHA ;
TSX ; transfer stack addy to X
LDAA #255 ; for a 8
NOP ; fill
LDAB #200 ; 200
MUL ; 8 x 8 mult Addr is: to:
$2E8F $B6 $86
$2E90 $C0 $FF
$2E91 $09 $01
At each of those addresses change the byte to the 'to:' value column.
For the better 100% method, notice that all the code does is to multipy the number of cylinder term by the constant 200. So, lets just do that ourselves and load the result directly.
256 * 200 = 51200, or $C800
And do this:
Code:
PSHB ; Move D reg to stack
PSHA ;
TSX ; transfer stack addy to X
LDD #$C800 ; for an 8 cylinder
NOP ; fill
NOP ; fill
NOP ; fill Addr is: to:
$2E8F $B6 $CC
$2E90 $C0 $C8
$2E91 $09 $00
$2E92 $C6 $01
$2E93 $C8 $01
$2E94 $3D $01
Of course if one were doing a nice new set of source code (hint-hint) there should be a test of the number of cylinders term and do the proper math. In this manner patching for an 8/6/4 or whatever cylinder count need not be done.
RBob.
06-22-2004, 12:23 PM
#17
TGO Supporter/Moderator
iTrader: (12)
Join Date: Jul 1999
Location: SALEM, NH
Posts: 11,723
Likes: 0
Received 89 Likes
on
75 Posts
Car: '88 Formula, '94 Corvette, '95 Bird
Engine: LC9, 355" LT1, LT1
Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
Hrmm.. Why not just jump out, check if its 8 cyl or not. If its 8 cyl apply the 100% patch, then return. If not, load the cyl term, and return.. Theres tons of free room.
The problem I have here is we're doing things from different angles. When I work in the software world, we're patching source directly, and recompiling. But we got folks here who are using bins, and programs to patch bins.
If we're gonna standardize on tinkering with the source, we need
an easy way to import table data/constants from compiled versions. Any suggestions?
If I write a routine in a gnu patch file, that will patch Bruce's $60 source file, can one of you guys make it into a binary patch for everyone else?
-- Joe
The problem I have here is we're doing things from different angles. When I work in the software world, we're patching source directly, and recompiling. But we got folks here who are using bins, and programs to patch bins.
If we're gonna standardize on tinkering with the source, we need
an easy way to import table data/constants from compiled versions. Any suggestions?
If I write a routine in a gnu patch file, that will patch Bruce's $60 source file, can one of you guys make it into a binary patch for everyone else?
-- Joe
06-22-2004, 01:12 PM
#18
Moderator
iTrader: (1)
Join Date: Mar 2002
Location: Chasing Electrons
Posts: 18,401
Likes: 0
Received 215 Likes
on
201 Posts
Car: check
Engine: check
Transmission: check
Originally posted by anesthes
Hrmm.. Why not just jump out, check if its 8 cyl or not. If its 8 cyl apply the 100% patch, then return. If not, load the cyl term, and return.. Theres tons of free room.
The problem I have here is we're doing things from different angles. When I work in the software world, we're patching source directly, and recompiling. But we got folks here who are using bins, and programs to patch bins.
If we're gonna standardize on tinkering with the source, we need
an easy way to import table data/constants from compiled versions. Any suggestions?
If I write a routine in a gnu patch file, that will patch Bruce's $60 source file, can one of you guys make it into a binary patch for everyone else?
-- Joe
Hrmm.. Why not just jump out, check if its 8 cyl or not. If its 8 cyl apply the 100% patch, then return. If not, load the cyl term, and return.. Theres tons of free room.
The problem I have here is we're doing things from different angles. When I work in the software world, we're patching source directly, and recompiling. But we got folks here who are using bins, and programs to patch bins.
If we're gonna standardize on tinkering with the source, we need
an easy way to import table data/constants from compiled versions. Any suggestions?
If I write a routine in a gnu patch file, that will patch Bruce's $60 source file, can one of you guys make it into a binary patch for everyone else?
-- Joe
As for putting together patches and a utility to apply the patch, see the sticky above called 'Patch Method Demo'.
As far as changing the $60 code, I do think I put a 'hint-hint' in my post. With source code there is no reason to jump out, do some code and jump back. Just write it in with the current code and re-assemble, done.
RBob.
06-22-2004, 01:47 PM
#19
Moderator
iTrader: (1)
Join Date: Mar 2002
Location: Chasing Electrons
Posts: 18,401
Likes: 0
Received 215 Likes
on
201 Posts
Car: check
Engine: check
Transmission: check
Code:
LEE80 LDX L016F
LDAA LC6D0
LDAB #$DA
MUL
JSR LF623
PSHB ; Move D reg to stack
PSHA ;
TSX ; transfer stack addy to X
LDAA LC009 ; Cylinder count term (6=192, 8=0)
BEQ AR0 ; bra if 8 cyl
LDAB #200 ; 200
MUL ; 8 x 8 mult
BRA AR1 ;
AR0: LDD #$C800 ; 8 cyl airfow constant
AR1: JSR LF650
STD 0,X
PULX
06-23-2004, 06:22 AM
#20
TGO Supporter/Moderator
iTrader: (12)
Join Date: Jul 1999
Location: SALEM, NH
Posts: 11,723
Likes: 0
Received 89 Likes
on
75 Posts
Car: '88 Formula, '94 Corvette, '95 Bird
Engine: LC9, 355" LT1, LT1
Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
Ok. I got everything imported from $58 into $60 now.
The EGR airflow multiplier on Bruce's code is very different from what you posted Rbob, which appears to be stock $58 right?
In any event, I changed the multiplier to 255, so hopefully that will work.
I'm not sure if the source Bruce released had stock settings (iac, pe, ae, timing, ve and so on) or specific to his GN but they are far far far different than what I had in my bin (as far as the unchanged tables go obviously). So i'm going to spend the next few days tinkering and datalogging different table changes.
-- Joe
The EGR airflow multiplier on Bruce's code is very different from what you posted Rbob, which appears to be stock $58 right?
In any event, I changed the multiplier to 255, so hopefully that will work.
I'm not sure if the source Bruce released had stock settings (iac, pe, ae, timing, ve and so on) or specific to his GN but they are far far far different than what I had in my bin (as far as the unchanged tables go obviously). So i'm going to spend the next few days tinkering and datalogging different table changes.
-- Joe
06-23-2004, 07:36 AM
#21
Supreme Member
Thread Starter
Join Date: Jun 2000
Location: In reality
Posts: 7,554
Likes: 0
Received 1 Like
on
1 Post
Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Originally posted by anesthes
I'm not sure if the source Bruce released had stock settings (iac, pe, ae, timing, ve and so on) or specific to his GN but they are far far far different than what I had in my bin (as far as the unchanged tables go obviously). So i'm going to spend the next few days tinkering and datalogging different table changes.
I'm not sure if the source Bruce released had stock settings (iac, pe, ae, timing, ve and so on) or specific to his GN but they are far far far different than what I had in my bin (as far as the unchanged tables go obviously). So i'm going to spend the next few days tinkering and datalogging different table changes.
The Source Code is just that, source code, while it assembles, the user is responsible for verifing it's correct. Again, that's covered in the opening statements.
I don't know what more I can do to make it more self explainatory, then including all the info.......
You, meaning the user (not Joe specifically), need to read the manuals, and documents when given something to use.
RTFM, is for real.
Don't mean to sound like on a rant, I thought spending the time to write the header, and notes, would have prevented anything like this.
06-23-2004, 09:24 AM
#22
TGO Supporter/Moderator
iTrader: (12)
Join Date: Jul 1999
Location: SALEM, NH
Posts: 11,723
Likes: 0
Received 89 Likes
on
75 Posts
Car: '88 Formula, '94 Corvette, '95 Bird
Engine: LC9, 355" LT1, LT1
Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
Originally posted by Grumpy
If you'd read the intro at the top of the .asm document is specifically states that it's been tuned for a GN. Also within the .asm are a number of tuning notes.
The Source Code is just that, source code, while it assembles, the user is responsible for verifing it's correct. Again, that's covered in the opening statements.
I don't know what more I can do to make it more self explainatory, then including all the info.......
You, meaning the user (not Joe specifically), need to read the manuals, and documents when given something to use.
RTFM, is for real.
Don't mean to sound like on a rant, I thought spending the time to write the header, and notes, would have prevented anything like this.
If you'd read the intro at the top of the .asm document is specifically states that it's been tuned for a GN. Also within the .asm are a number of tuning notes.
The Source Code is just that, source code, while it assembles, the user is responsible for verifing it's correct. Again, that's covered in the opening statements.
I don't know what more I can do to make it more self explainatory, then including all the info.......
You, meaning the user (not Joe specifically), need to read the manuals, and documents when given something to use.
RTFM, is for real.
Don't mean to sound like on a rant, I thought spending the time to write the header, and notes, would have prevented anything like this.
I didn't read it. I made a few changes and compiled it, and used
TC to compare a lot of tables. My bad. Rather than read the documentation, I "ASSumed" the filename was a representation of the bin. (stock58)
My bad!
-- Joe
Thread
Thread Starter
Forum
Replies
Last Post
Terrell351
Engine/Drivetrain/Suspension Parts for Sale
5
06-13-2021 01:13 PM
1992rs/ss
NW Indiana and South Chicago Suburb
12
05-19-2020 07:02 PM
92camaroJoe
Tech / General Engine
6
08-13-2015 06:07 AM