bnio

Disclaimer, this is a beta release.

For anyone interested here is demented24x7 latest work on a mpfi specific code revision of his $OD maf tbi code. I have been testing it and I am very happy with it. For any newcomers who come across this all you have to do is remove the sense resistors for saturated mpfi operation. All the injection events are now software controlled and I am pretty sure the async accel enrich has been disabled. I would have to ask demented to confirm this but I remember saying async was disabled.

The only issue I have seen was that there is a scaling problem when editing the crank pulse width vs coolant temp and crank prime pulse width vs coolant temp. You have to multiply the value you want by 4.95, then when you save it will be correct.

If using the APU1 I have found with my setup emulation is a no go. Also before updating the APU1 I have to remove the prom header from the ecm or I will get a checksum error and corrupted data in the uploaded bin.

I have included the zip with the xdf, adx, and two bins. The 20100714.bin was the original from dimented. Check all settings in the bins before you use any of them, you should be double checking all the options and data anyway especially spark timing. The AD_2.bin is my current bin. It is setup for 32 lbhr injectors, Z06 ls1 screened maf. The crank pw and crank prime pw table have been changed quite abit from the 20100714.bin. My cold start is still not rich enough but if you have a similar setup it should get you up and running, the original wasn't nearly rich enough. My spark table is different as well. Also the spark timing that is in the aldl stream is the amount of spark timing added to your base spark timing value, it is not total spark advance. This covers enough to get you going.

So enjoy and have fun.

95 4x4

iTrader: (1)

Nice to see a $OD MAF PFI i'am in for sure have to get my ducks in a row first then i will have some questions .

Fast355

iTrader: (2)

I should have mine up and running sometime next week.....I just need to figure out how to make my 60E shift.

junkcltr

iTrader: (1)

In the van, right? Are you using the 700R4 output shaft gear setup to run the stock mechanical speedo and then modifying the $0D code? The code wants the 40 pulse/rev output to control the trans.

I should be messing with this in a few weeks. I am still building up my 4L60E right now and it is going slow.

dimented24x7

iTrader: (2)

What PCM do you have? An 8625 can simply use the alternate AC VSS input. Just set the proper option and run a twisted pair to the VSS at the tailshaft. If your using one of the others, I will need to add some code to use the TIS. I have the code in an earlier release for oldreds 4L80E.

dimented24x7

iTrader: (2)

As far as the code goes, one thing I want to add is an alternate low speed fueling routine that allows teh injectors to fire more often. This will allow teh fuel to update sooner, and require less accel enrich. I also want to see if I can add filtering in for the MAF. Currently the sensor is read in every DRP, but there is no signal processing. There are some other things Id like to add from the later VCM routines, like doing the fuel calcs syncronously with the cyinder firings, but these PCMs only run at 2 MHz, so theres a limited ammount that you can do.

dimented24x7

iTrader: (2)

The scaling is due to how the lookup for the crank fueling lookup is handled. I thought that I included the table scalar in the conversion, but maybe not. This might just be an issue of updating teh XDF.

You can also disable the checksum by changing the mask ID to $AA if you want to do emulation, but if its giving a checksum error right after you update, then thats a bad sign. Basically it means that the PCM locked up during the update.

dimented24x7

iTrader: (2)

I assume by "remove" you mean jumper the sense resistors. Solid copper wire from radioshack works well. IIRC, 18 gauge is about what you want to use, given the current involved.

Also, there is no async mode. Most of the code was extranious, and did nothing, so there was no sense in leaving it there. Its just overhead getting in the way of future code add-ons.

Fast355

iTrader: (2)

Nope..I have an electronic speedo and a DRAC setup. However I would be using the input like Kurt uses on his 4L80E. I have several different PCMs...8625 and 427 laying around in the garage.

Adam--

I still have not hooked up a MAF with this setup yet. Just running the code without it. With my old fuel/spark maps it runs very well in MPI mode. I will say I am having one issue. I am having start-up problems for the first time ever. Its like the PCM is not firing the injectors on a hot restart. Cold start is GREAT. Hot-restart is practically non-existant. A shot of ether fires it right up and it stays running though. I have played with every crank fuel that you can imagine and the same. Any ideas?

Fast355

iTrader: (2)

Its been so long since we helped Kurt setup his truck, I don't remember what the proper option is.

I have an 8625 I can toss in there. The twisted pair on my van already right up to the PCM. I have the DRAC mounted to the "COMPUTER" tray that came in these vans. DRAC is in the driverside wall behind the driver, along with the PCM.

dimented24x7

iTrader: (2)

The startup fueling for these is in terms of pulsewidth, so if your using your old values, or the stock ones, you may need to make some dramatic changes to the fueling. The stock cranking tables are for TBI, which needs HUGE ammounts of fuel when cold, but very little like a PFI setup when warm. What you probably have now is the right ammount of fuel when cold, but an order of magnitude less fuel than needed when warm, so the motor wont start hot. Ill post up a table from my PFI setup, which will be closer to what you need.

dimented24x7

iTrader: (2)

Heres my tables. These are cranking fuel mass, and its in terms of mg. To get msecs, convert the mg reading to grams, and divide by the injector flowrate of your injector in grams/sec. I included my value for 36 PPH injectors as a reference.

Also keep in mind that the PFI code has a prime pulse as well. This is delivered as soon as the first DRP is recieved, and fires all injectors while the reference pulse sycs up in the PCM. After that, the injectors fire normally in bank fire using the specified crank PW.

dimented24x7

iTrader: (2)

Also keep in mind that there is a hot start crank multiplier based on the # of DRPs recieved. In actuality, this could be changed as the injectors fire every 4 DRPs, not every DRP. This is actually a problem with the stock PFI setups as well. What this does is it actually decays out the crank fueling before the injectors even have a chance to fire, which is probably why the truck wont start. I will change this so that its actually in terms of injector firings, rather than DRPs. Try these values in the hot start crank multiplier and see if it helps.

dimented24x7

iTrader: (2)

bnio,

See my above post. This is actually a logic flaw in the stock code as well. I will add this to the list of things that need fixing. You have to multiply the crank fuel because the crank duration fuel multipliers are based on DRPs, rather than injector firings.

zen2

iTrader: (1)

Fast, You said you are running this setup without a MAF installed (speed density). Is this possible? In my project I don't have the room for a MAF.

dimented24x7

iTrader: (2)

In that case, just run the stock $0D in PFI mode as others are doing already.

dimented24x7

iTrader: (2)

The code is already set up to use the alternate magnetic TOS input. The 8625 should have the internal hardware needed for this. I think its on pins F2 and F3.

oldred95

The original $OD MAF TBI code was intended to have the VSS rerouted to pins F4 and F5. After some trouble shooting we realized not every PCM had the hardware to accept the VSS signal at pins F4 and F5. Instead we rerouted to pins F2 and F3 which where the 4L80E's turbine input speed sensor signal normally went to. After dimented redid the code to look to pins F2 and F3 all I had to do on my end was splice into the twisted pair at the VSSB and hook them to pins F2 and F3. IIRC it didn't matter which went where but I could be wrong, slept multiple times since then. Other then that all wiring for the speed sensor remained the same. The speedometer works correctly, even the ABS still works. The plot did thicken when I put a 4L80E in mine but it ended up working out fine running on the 4L60E code and the only major changes were the shift solenoid state and transmission gear ratio tables other then minor changes to line pressure and shift point tables.

As for $OD MAF MPFI it sounds like a good deal but reading to this point is already making my head hurt. I wish I knew even a 1/16th of what you guys know.

junkcltr

iTrader: (1)

What year 4L80E did you install? They changed the Force Motor PWM rate from 292.5 Hz to 614 Hz starting in 1994. Also, removed the cleaning cycle done every 10 seconds.
I thought ALL year 4L60E Force Motor ran at 292.5 without the cleaning cycle.

So if you run the 4L60E code with the 1994+ 4L80E then the Force Motor is running at the wrong frequency.

oldred95

Mine was from a 96. It had the black canister force motor in it. IIRC its the same part number as the 4L60E force motor. I know the transgo shift kit instructions said if you have the silver canister force motor to trash it and get the black one. If its running at the wrong frequency it doesn't seem to have any adverse effects. Its been working for two years now.

dimented24x7

iTrader: (2)

The frequency can be changed via the code. I think there are pre-multipliers in the output config registers that allow you to do this. You could probably also add a full sweep cycle at startup if you where so inclined, but using a different force motor is easier as you dont have to worry about having to mess with the force motor calibration and PID logic.

junkcltr

iTrader: (1)

Yes, the 1996 4L80E would have the same EPC motor as the 4L60E. The freq. at which they are run is different and I don't know why. The 4L80E is run at over twice the rate of the 4L60E. Maybe related to passage sizes?

You ran the 4L60E code with a 4L80E transmission? You must have ignored the TIS / TOS slip advantage of the 4L80E.

dimented24x7,
I don't think it would be worth it to add the clean cycle stuff either. The later EPC motor is better and worth upgrading to.

oldred95

Hard to say but it doesn't seem to have any adverse effects.

Yes you can run a 4L80E off the 4L60E code. I wasn't able to use the TIS because that is where my vehicle speed input goes because of the $OD MAF code. I could care less about the PCMs ability to detect slip anyway. If its slips I'm going to feel it right away.

dimented24x7

iTrader: (2)

IIRC, the whole idea of the 'slip' is to allow the TCC to be partially locked during part throttle driving. You get slightly better fuel economy by routing part of the torque thru the TCC as opposed to the converter alone. I would imagine that the converter will work fine just being locked and unlocked w/o slip.

dimented24x7

iTrader: (2)

Did you get a chance to try what I suggested? Im curious if that is the problem. Its a fairly easy fix, if it is. Basically just need to add an engine cycle counter that increments each time the injectors fire as opposed to each DRP like they have it now.

Im also thinking of relocating the TOS input to pins F2/F3 so the code is compatible with all the PCMs, not just the 8625.

Saar

really? that seems to contradict what i know of torque convertors...

junkcltr

iTrader: (1)

I agree. When I first got my 427_ECM I did some hand drawn schematics and chip locations. It had the TIS and TOS differential input chips installed.

junkcltr

iTrader: (1)

He is right. They started doing a PWM on the TCC for better coupling in the later years. I think year 1998 was the start of it. Woven TCC required.

junkcltr

iTrader: (1)

Yes, using the woven carbon TCC is fine for on/off operation from all the torque converter people I talked to. I am installing a woven TCC torque converter with the year 1995 4L60E I am installing. Also adding the TCC PWM eliminator.

I found some conflicting info on the 4L80E Force Motor frequency. Some places say it is run at 292.5 Hz just like the 4L60E. Some places say 614 Hz. I am not sure what it really is at this point.

Saar

well, the PWM operation of the TCC was in the 94-95 3100 W-bodies at least, just the concept of constant slip, i'm not sure if that was implimented by then.

junkcltr

iTrader: (1)

PWM of the TCC in trucks started in 1995. You are confusing a TCC on/off (pre-1995), TCC PWM on/off (1995-1997), and constant partial slip TCC PWM (second gear) (1998+).

Fast355

iTrader: (2)

I haven't had a chance to try it out yet because the top half of my engine is torn apart. I am putting the siamese ported SLP runners and reworked plenum on it.

I am also reducting the intake piping and installing the 85mm 5.3 MAF that I ran when it was TBI onto it.

95 4x4

iTrader: (1)

Hey guy's need some imput i can not seem to get the e-trans option or better yet can not find it for $OD PFI . I have TP ver 5 an been looking around for it so i can look at the transmission tables i must be missing something some where.

bnio

If you are using this PFI xdf in this post I think the data locations are removed from the xdf for simplicity since they weren't needed. We were using this primarily for manual trans. These others guys will have to tell you for sure, but when I used the original $od xdf to view the bin all the data and data bits still appeared to be there for the automatics. So I would imagine you would have to just add the memory locations back to the PFI xdf from the original if all the data is in fact still there in the bin.

dimented24x7

iTrader: (2)

I havent had a chance to make up a seperate XDF for the e-trans part. You can still enable it, but keep in mind that I need to still make a minor change to teh code to allow teh use of the TIS input instead of the alternate TOS, as its not currently supported. Im planning on releasing a revised version of the code sometime this week or next. I have the routines written in other versions. I just have to roll it into the MAF PFI code.

Also, Ive been thinking of giving all the PFI projects ($0D, vortec, and '411) their own home on a site called omnituner. This would allow everything to be put into one place. I have admin status there, and can probably set it up, but still have to make sure its OK with the owner. This would put all the PFI stuff under one roof, rather than have it spread across several message boards and me having to chase threads around. I may also be able to get a seperate board for each.

dimented24x7

iTrader: (2)

Let me know when you get around to trying it. If that solves teh issue, then I will change that as well in the code.

The_Punisher454

Whats the current status on this? I'm building 2 engines right now (one for my dad and one for my cousin)that I think I may want to go with the $0D MPFI MAF.
One is a 10:1 406 with a PFI singleplane, the other is an oval port 454 with a converted Offenhauser tunnel ram and Q45 throttlebody. Both engines are to be connected to E-trans (4L80E on the 454 and 4L60E on the 406). Neither engine has a radical cam, both are mid 220's @.050.
I've been using SAUJP on the last couple of projects, but I think I'd like to try the $0D_MPFI_MAF this time.
90% of the parts have arrived and I plan to start laying out the wiring harnesses in a couple of weeks. Are there currently any serious issues with the code?
BTW, I really appreciate all the hard work you guys have put into this.
Marvin

dimented24x7

iTrader: (2)

It works, but needs two changes. One is to fix the booger in the factory code with the crank fueling multiplier. Its based on DRPs, rather than injector firings, which causes issues when the PCM is in PFI mode. This causes the fuel to change too quickly, and causes the hard start issue fast mentioned above. The second is to rework the trans output speed input to be compatible with all the PCMs. Currently, it only works on the 8625, which has more hardware than the other PCMs. Both are fairly straightforward changes. Ive been meaning to sit down when I get some time and make them and re-release the code. Im in grad school, so that takes priority over the code work. But, I should have some time this week (said that last week as well, hopefully I can keep my promise this time )

dimented24x7

iTrader: (2)

Also, FWIW, you can also run the $0D in PFI SD mode as well. It essentially has the same SD code as other ECMs, and has better control logic overall. So, you can have your choice of MAF or SD with the PCM.

Fast355

iTrader: (2)

Speed density is what I was running with before I tore it apart. I still have not put it togather. Been to busy tuning OBDII Dodge PCMs and making my Hemi Quad Cab quick (13.97 @ 95.xx).

The_Punisher454

So would I do myself a favor by going with the '8625 then? I've always been under the impression that the '427 was the one to get. If I would have more I/O options I sure dont mind changing PCM's (these things are really easy to get right now). In addition to MAF and e-trans control I have been hoping to be able to log a wideband plus at least one other analog voltage, will this be possible?

Can the cranking fuel problems be overcome by just adjusting the tables, or will it require code work?
The ability to run SD or MAF with just a few changes is really the most interesting part for me right now. Then just add in the E-trans control on top of that and I dont know why I'd NOT run this setup. Sounds like this code could also be adapted to take boost too?

Saar

well, MAFs don't read pressure, just the mass of air moving past them, so they wouldn't know if it's air in a vacuum or air that's pressurized. so..... yes, i don't see why not.

it would be interesting to use the MAP as a full-time barometric sensor in that application me-thinks.

dimented24x7

iTrader: (2)

The PCM only has one free linear A/D input (EGR feedback). That one is assigned to the WB in the code. There are other inputs, but they are for things like TFT and so fourth, which have pull-up resistors for reading in temp sensors.

I think the fueling code will only need one minor change to a counter to make it work properly. I can make that one change, and also roll in the other change for the e-trans input relatively quickly. If you have an 8625, the current code will work with the aux. TOS input, which is not in the 7427 as far as I can tell. The 7427 must use the TIS input for the VSS (found this out the hard way).

As far as boost, one option is to go two bar for the SA. The other option is to go with gram/cyl. based SA tables like the later LS1 PCMs. One thing about the MAF and boost, though, is that most of the MAFs peak at around 400 grams/sec. This is adiquate for most NA applications, but with boost, you can easily outstrip the MAF. A full 2/3-bar SD setup would be better in that situation.

dimented24x7

iTrader: (2)

The MAP in this application works as a baro/MAP sensor. Mainly used for the trans and spark advance lookup/calculations, as well as a redundant fueling device if the MAF pukes. The later 98/99 vortec PCMs have code that works the same way as the $0D MAF. I actually reused some of the code from the $0D MAF in my vortec PCM to allow for TPS/MAP AE.

On a side note, the newer GM PCMs use cylinder airmass for just about everything. This essentially makes then a mass airflow based code like a ford. The MAP only provides baro and other relatively minimal functionality. These PCMs can be made to do boost more easily with this configuration, but it makes them harder to tune and less user friendly.

dimented24x7

iTrader: (2)

Ive started rolling in some of the changes. Another thing Im thinking of adding is variable injector firing control. This will allow the injectors to fire more often under low RPM/moderate load to improve fueling and lessen the need for AE. Basically the inejctors will either fire in bank fire once per two revs, or in alternating TBI type firings when the RPMs are low enough. This prevents the injector firings from becoming too spread out.

The_Punisher454

That sounds awesome, will we be able to adjust this, or will it be fixed?

dimented24x7

iTrader: (2)

The RPM and MAP thresholds will be adjustable. The fuel routines run at 80 Hz, so below roughly 2400 RPM, you want the injectors to fire more often then they would in the regular PFI mode to keep up with the fuel calcs. The MAP threshold is there to allow the idle and low MAP operation to remain in standard bank fire PFI mode to avoid short PWs.

dimented24x7

iTrader: (2)

Ive been buisy, so I havent had a whole lot of time to work on this, but I did get around to finally rolling in teh changes for the cold start logic and the using the TIS as the VSS input. Im going to test them on the bench to make sure it all seems to work ok, and then Ill post up a new bin and code.

The_Punisher454

Right on!
Thanks for your hard work. I just bought a pair of 5.3 style MAF's (for 35 bucks each) I cant wait to try this on the 2 engines I am building right now.

Also about these MAF's, People keep refering to them as the 5.3 or the ZO6 style etc... I did some number cross-referencing and it seems GM used them on most all the later V8 applications, including northstars.

dimented24x7

iTrader: (2)

Ive been busy, so I havent had a whole lot of time to mess with this, but I did test out the new code. It has teh revised cranking fuel counter (should stop the lean starts) and the VSS relocated to the TIS input on pins F2/F3. The VSS code came from oldreds cal, and should work right away. I cant hook up my function generator to test it at the moment, but it worked before, and should work again.

Ill make up a revised bin with a standard calibration and post it up.