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RBob, what exacly is stored in $AB, $AC for the PW and $61 and $62 for the timing? Ive been trying to get the PW to output but trying both the locations for the 7747 and 8746 ive had no luck. I ahd some luck with outputting the timing but the address $61 just returns zero. The second returns the timing thats called for by the main spark table in the ecm. As for the PW, I did get something that varies with the engine load/speed but it looks more like a value used in the air flow rate calculations since it goes up to almost 255 hex. Maybe if i know what to look for i might have more luck.
RBob, what exacly is stored in $AB, $AC for the PW and $61 and $62 for the timing? Ive been trying to get the PW to output but trying both the locations for the 7747 and 8746 ive had no luck. I ahd some luck with outputting the timing but the address $61 just returns zero. The second returns the timing thats called for by the main spark table in the ecm. As for the PW, I did get something that varies with the engine load/speed but it looks more like a value used in the air flow rate calculations since it goes up to almost 255 hex. Maybe if i know what to look for i might have more luck.
IIRC you are using the '8063 ECM. Ignore the '747 locations/values, they won't even be close. You can try the '8746 locations & values and it may work, but then again it may not.
The '8746 locations are:
$61 and $62 for the SA
$AA and $AB for the PW
As for the SA location $61 will be zero unless the SA is retarded from TDC. I usually replace some other ALDL value (like x-counts) with just the LSB ($62) of the SA. Then put the PW on the PROMID location.
I do this with the PW as the MSB of the PW will be zero up to 3.9 msec. Once greater then 3.9 msec then the MSB will be greater then 0.
Remember that the scan tool will display the values in decimal. Just do the math on them and you should have the correct final value(s).
Another problem you may be having is the location of the ALDL stream table within the bin. You can verify the location of it as the PROMID bytes will have the values $D0, $02, $D0, $D3 ($D002, $D003) as the first set of addresses to be sent.
Im good with the location of the ALDL address table. Ive experimented a little bit with it and im fairly confident that most of what i have is correct for the location of the ALDL xmits. Ok, I wanst quite sure what the $61 was but if its just the spark retard then im good to go with the timing. I put the same values for PW in for the promid bytes as used by the 8746 and got rather large static values that didnt change. What does get stored in those addresses for the 8746? I guess ill just dump the entire chunk of RAM around the suspected locations into the aldl stream to see if i can find it but i dont know what to look for. Oh, btw, does accessing stuff have any effects on whats stored there? I used the known location of the IAC counts to experiment a bit awhile back and i noticed that accessing it twice changed the stored value of the counts from the desired park position to something else in both locations.
Originally posted by dimented24x7 Im good with the location of the ALDL address table. Ive experimented a little bit with it and im fairly confident that most of what i have is correct for the location of the ALDL xmits. Ok, I wanst quite sure what the $61 was but if its just the spark retard then im good to go with the timing. I put the same values for PW in for the promid bytes as used by the 8746 and got rather large static values that didnt change. What does get stored in those addresses for the 8746? I guess ill just dump the entire chunk of RAM around the suspected locations into the aldl stream to see if i can find it but i dont know what to look for. Oh, btw, does accessing stuff have any effects on whats stored there? I used the known location of the IAC counts to experiment a bit awhile back and i noticed that accessing it twice changed the stored value of the counts from the desired park position to something else in both locations.
Accessing these values won't affect what is being stored there.
as for the PW values stored, the value will vary with the PW. With a PW of 2 msec the value will be 2 / .01526 = 131, a 3.2 msec PW will be 3.2 / .01526 = 210.
Note that the '8746 INTegrator is at $A2 and is in the ALDL stream. Go to the '8063 ALDL data stream table and check where the INTegrator value is stored in RAM. In the '8746 the PW is 8 bytes further up in RAM. It may be the same offset in the '8063.
Ok finaly got my spring yesterday and I'm in the middle of swapping it and re-engineering the throttle linkage. Here is the number off of the injector. I can't find this exact number any where. The only number I have found that is close is one that list it for a 454 with 80 pph injectors but my number has an extra 4 on the end.
17084304 RP
This is good and bad....good if they are 454 injectors...bad because they are clogged real bad if they are 454 injectors, you guys ever hear of injectors clogging at the same rate???? My guess is one is flowwing alot more than the other. Probably the one on the bank with the O2 sensor. I dont' have any other injectors to run while I have these sent off to be cleaned. I'm gonna try a carb cleaner bath and see how that works. Any other ideas on how to clean these babies?
I'll post back later on how the extra fuel pressure helps.
Originally posted by BMmonteSS Ok finaly got my spring yesterday and I'm in the middle of swapping it and re-engineering the throttle linkage. Here is the number off of the injector. I can't find this exact number any where. The only number I have found that is close is one that list it for a 454 with 80 pph injectors but my number has an extra 4 on the end.
17084304 RP
This is good and bad....good if they are 454 injectors...bad because they are clogged real bad if they are 454 injectors, you guys ever hear of injectors clogging at the same rate???? My guess is one is flowwing alot more than the other. Probably the one on the bank with the O2 sensor. I dont' have any other injectors to run while I have these sent off to be cleaned. I'm gonna try a carb cleaner bath and see how that works. Any other ideas on how to clean these babies?
I'll post back later on how the extra fuel pressure helps.
That is a BBC injector rated at 75#/hr with blue/black paint markings. This particular injector is tolerate of increased fuel pressure well beyond the factory 9-13 psi. Crank it up to 24 psi and see what it does.
Stop believing your NB O2 sensor, it is lying to you. . .
IMHO its monumntally dificult to clog the gm injectors. I cut one open (of unknown origin) and it didnt really have an oriface as a nozzle but a series of slanted slots just below the ball shaped pintle that swirled teh fuel out the end of the nozzle on the injector to get the 'cone' shaped spray pattern. You can pretty much see the entire inside of the nozzle by turning over the injector and looking at it. If it doesnt look dirty, then its not.
P.S. If you want to clean them, then jsut flip over the injector and drip some injector cleaner into the nozzle on the end of the injector and let it sit for awhile.
Last edited by dimented24x7; 11-30-2003 at 03:04 PM.
I see what your talkin about dimented it almost looks like a torx bit in the end of the injector. It's clean there and the spray pattern looks good. The only reason that I think it's clogged is because I have a bpw of 126 in order to get my blm's in the ball park enough to keep my VE curve below 100% at part throttle. I guess the motor could just be needing that much more fuel than a stock motor.
I was able to get 20 psi outta of it with the new spring so I hope that will be enough or i'll have to order a VAFPR and use the spring outta that. It's supposed to get you up to 28 psi. I pinched the return line and ran her up to 30 psi and it didn't spring a leak anywhere so there is room to go up in the fuel pressure department.
Come to think of it when I did my initial BPW calutlations I guestimated that I had 90 pound injectors so I bet the 126 BPW isn't all that far off with 75 pounders.
I'm burning a new chip as we speak and heading out to see what she'll do.
Just a note. I did the math and a 75 PPH injector with my motor needs a 113 BPW constant. So 126 isn't that far off. I'm gonna try 100 with the pressure set at 20 pounds.
The first trip out was kinda better but not great. Max PW on that one was 5.9 at 5000 rpm so thats ok but it still started missing at 4 grand but the thing pulled like it never missed a beat till 5 grand then it layed over like it did before at 4 grand. SO it's better just needs more fuel. I think the miss is being cause by other problems.
I'm leaning towards the ignition module just not putting out enough juice. I'm gonna replace it tomarow and see how it responds. I'm gonna keep adding fuel and see how it responds as well.
Transmission: TF727 set for kill...let's get it on!!!
I am very glad I read this thread. It shed some BRIGHT light on a few misconceptions I was harboring.
BMmonteSS, if I may, I would like to share a little experience with you. That OEM GM ignition module may as well be a 9V battery when it comes to output from the ign system. I was having some spark issues with my Jeep and the Holley ProJection system I was using. How did I fix it? I bought and installed the Accel 300+ digital race ignition. Talk about a WORLD of difference. It is a full out race-ready CDI system and as far as I am concerned, makes an MSD box look like a firecracker. I looked into getting the adapter harness to wire it up to my "new" TBI system...Summit has it for $61.49. You can get the same system ready to bolt onto the car and plug into your GM harness (fully computer compatible with an integral rev limiter) for about $210. I kid you not...that little black box and coil (48KV pulse) are well worth every penny in my book. Gap your plugs out a little and "watch the sparks fly"...very literally.
Just my $0.02
I am walking through a desert, dying of thirst, I manage to have more given to me, and it is better. . . but I need more, more to drink, more to live, more to give me the energy to make it. . . please, someone please, I need more fuel. . .
Originally posted by BMmonteSS The first trip out was kinda better but not great. Max PW on that one was 5.9 at 5000 rpm so thats ok but it still started missing at 4 grand but the thing pulled like it never missed a beat till 5 grand then it layed over like it did before at 4 grand. SO it's better just needs more fuel. I think the miss is being cause by other problems.
I'm leaning towards the ignition module just not putting out enough juice. I'm gonna replace it tomarow and see how it responds. I'm gonna keep adding fuel and see how it responds as well.
Didn't my DC math examples do any good? BMmonteSS, I want folks to get their TBI setups working properly! You and everyone else reading this: TBI works, just give it the fuel the engine requires.
At 5.9msec @ 5000RPM the injectors are static. The engine needs more fuel. Crank up the pressure and the PW will drop. I did the math earlier in this thread, please refer to it.
This is why too many people give up on TBI. They do not understand that the engine is out of fuel and move on to another world of port and have the same problems. Then we don't hear from them anymore either. . .
This statement right here: "SO it's better just needs more fuel. I think the miss is being cause by other problems". NO, NEEDS MORE FUEL Is Correct! Give it Some More Fuel!
Jumping-jacks, jumping-jacks, give it fuel and the jumping will be higher. We all run on energy. . .
Im going to say that its a good idea to take a look at everything in addition to the fuel.
Well, as some of you know, ive been tuning my car for the past few months. When i first started out my engine didnt run well at all. It wasnt real even and id didnt seem to have the pickup i wanted. After awhile i got it to run pretty well. It ran well above 1500 rpm and it got reasonable fuel economy but it seemed like it took a bit of effort to get it to accelerate. I also noticed that my engines operation was still a touch uneaven. I jsut couldnt quite tune it to be entirly smooth. It still had a very slight sort of shake to it. Not real noticable anymore but i still couldnt quite iron it out. All in all it jsut felt like something jsut was missing. Something I just couldnt quite put my finer on.
Well.. Yesterday I made an important discovery as to what was eluding me while doing some unrelated work. The number six spark plug wire was jsut dangling down. Just hanging there not even hooked up... The terminal had gradually unscrewed from the end of my bosch sparkplug and i lost the cylinder w/o even knowing it. Needless to say all my problems immediatly went away when i screwed the terminal back on hooked the wire back up .
The point im trying to make is check everything! Assume nothing. I assumed it was just in the tuning and not something stupid, like a gradually dying cylinder.
Originally posted by BMmonteSS The first trip out was kinda better but not great. Max PW on that one was 5.9 at 5000 rpm so thats ok but it still started missing at 4 grand but the thing pulled like it never missed a beat till 5 grand then it layed over like it did before at 4 grand. SO it's better just needs more fuel. I think the miss is being cause by other problems.
I'm leaning towards the ignition module just not putting out enough juice. I'm gonna replace it tomarow and see how it responds. I'm gonna keep adding fuel and see how it responds as well.
just like RBob said, keep giving it more fuel, your miss is from nothing other than fuel.
Ok Ok I give I'll give her more fuel I can't help but to rely on some old post I read some where in never never land that said that what I'm running now in the way of injectors and pressure should feed a top fuel motor.
I know thats not true....It needs more fuel alot more and I need to shut off my logic and keep cranking till I don't have room to crank anymore.
Speaking of not having any more room to crank I have this new spring maxed out at 20 psi thats all she has. I really don't want to buy the FAFPR just for the stiffer spring. You think I could just shorten up the spring I have to raise the spring rate some? Any one know where I could get a spring that would work?
RBob: I don't mean to offend when I start looking elswhere for problems I just can't help but to think that there is something else happening in the background causeing me headachs. It has happend so many times before that I always keep and eye out for "other" problems. I have done the math you provided above and I realized later last night that I erred when I said the injectors weren't static. They were, and it was funny exactly where the motor jsut plain fell flat the injectors went static. It still gets a funny almost gurgle to it on the top end and it's not like I have ever heard before in a motor that has ran lean or rich on the top end. I could just be out to lunch on that, hopefully that will all work out in the wash when I give her some more fuel.
Don't think for a second that I'm giving up....ohh hell no I have way to much time invested in this just to go ohh I don't get it and walk away. Thats failure and I won't accept that. I have made so much progress with this TBI system it's amazing. Drivability is just plain stunning compared to any carburetor and my gas milage is steadily going through the roof. I have already picked up 3 mpg on the highway and thats at 80 mph. I'm a tech junky, just the thought of hooking my laptop to my car gives me wet dreams....I will figure this out. When I do you'll get a nice big picture of me sitting in a mountain of tire smoke with the biggest grin in the whole wide world because I won't just be making tire smoke.....I'll be making tire smoke with a useless computer and a fuel injection system that won't make any power!!!!!!!!!!:lala:
Ohh and here is a quicky reference to let you know how long you have to fire your injectors. It's in milliseconds So at jus a little over 5000 rpm I'm static.
500 60
1000 30
1500 20
2000 15
2500 12
3000 10
3500 8.571428571
4000 7.5
4100 7.317073171
4200 7.142857143
4300 6.976744186
4400 6.818181818
4500 6.666666667
4600 6.52173913
4700 6.382978723
4800 6.25
4900 6.12244898
5000 6
5100 5.882352941
5200 5.769230769
5300 5.660377358
5400 5.555555556
5600 5.357142857
5700 5.263157895
5800 5.172413793
5900 5.084745763
6000 5
6100 4.918032787
6200 4.838709677
6300 4.761904762
6400 4.6875
6500 4.615384615
Another question I noticed my PW droping off just a little on the top end like maybe going from 5.9 to 5.88 in the last 1000 rpm. I know the VE curve drops but shouldn't it still increase with rpm just at a slower rate?
Originally posted by BMmonteSS Another question I noticed my PW droping off just a little on the top end like maybe going from 5.9 to 5.88 in the last 1000 rpm. I know the VE curve drops but shouldn't it still increase with rpm just at a slower rate?
BMmonteSS, I was just getting frustrated, thats all. I am glad to hear that you are not going to give up and turn to the dark side (port)
Fuel pressure regulator springs can be tough to find and fit. Running an external regulator I have three different springs for 16 psi, 22 psi, and 30 psi. Two of which I used springs from an auto transmission, cut and reground on the end.
The PW will drop if either the MAP or the VE drops. At high RPM pulling a small drop across the TB will cause the PW to drop for the same VE (MAP drops off).
The PW is not relative to RPM at all. As the RPM increases the injector firings per minute also increase. So more fuel is delivered over the same period of time.
Originally posted by BMmonteSS Ok Ok I give I'll give her more fuel I can't help but to rely on some old post I read some where in never never land that said that what I'm running now in the way of injectors and pressure should feed a top fuel motor.
I know thats not true....It needs more fuel alot more and I need to shut off my logic and keep cranking till I don't have room to crank anymore.
Speaking of not having any more room to crank I have this new spring maxed out at 20 psi thats all she has. I really don't want to buy the FAFPR just for the stiffer spring. You think I could just shorten up the spring I have to raise the spring rate some? Any one know where I could get a spring that would work?
Either that or your pump is maxed out at 20 psi, depending on what kind of pump your using. To put it in perspective, a late model 300 some odd HP ls1 has something like 225 pph of total fuel flow capacity. You have around 150 pph or so at the stock psi so its not surprising that you may have fueling problems with a hot combo.
I'm 90% sure the pump is ok. I pinched the return line and it jumped imediately to over 40 psi and the pressure was rock steady when I taped the guage to the windshield and ran her through the gears at 15 psi. The pump lists for a mid 80's ford truck with an external fuel pump. I'm guessing it's for the trucks with dual tanks or something. I have a listing of all the fuel pumps made by walbro and it is the biggest pump put in a stock external application. This one is rated at 140 lph if I remembr correctly.
has anyone blown a diaphragm? I blew 2 with vafpr. first was old and second was new. i think there has to be a max level of FP the diapragm will handle.
Originally posted by Ronny has anyone blown a diaphragm? I blew 2 with vafpr. first was old and second was new. i think there has to be a max level of FP the diapragm will handle.
I think I'm going to try cutting a coil or two off of the spring I have. I'm stacking the coils before I screw the regulator all the way in so I don't think I'll need to make a shim for it. There is only a few pound per inch difference between the spring that I have and the one that will give you 28 psi so I think cutting the coils should get the spring rate up where I need it.
I did try an ignition module and it didn't help at all but at least I know everything on that end is ok. I foud out that I was still getting knock retard, I thought I had disabled it but I missed the PE retard. Mind you I'm running a fairly low timing setting at this point in time. Funny thing was the motor ran much smoother on the top end and it did go gradually leaner as rpm's increased. It acted like a lean motor should. If I let off and pumped the gas It would run better for a second and then go back lean all the while the O2 was just sitten at .930 volts. This is reasureing because it just feels like it's lean not like there something else going on and reaffirms the the O2 is just out to lunch.
All that I just found out isn't new, but now I have evidence that puts my mind to ease. I just know what this motor feels like when it's lean I've done it with the carb numerouse times before and now that the knock retard isn't fudging things it feels like it did when the carb was lean.
the stock 02 is so inacurate the further away from 14.7:1 it isn't even funny. although you **might** be able to ball park your AFR with it, it should basicly be disregarded. checking the plugs is the real way to test your WOT AFR.
luckily things are coming together. too bad it is the middle of winter, once you get things sorted out, i am dying to hear your track times
Yeah the more I learn the more I come to realize a big part of chip tuning is knowing when to ignore some senosors and when to listen to them. The stock O2 is only usefull for finding 14.7 and when everything is in the ball park (Which I'm not) it can vaguely I do mean vaguely guid you for wot. Ruff lesson learned but I can see that first hand now.
Don't worry this thing will be at the track as soon as the wheather breaks this spring, heck there is a small chance I might make it sooner if I visit my friend in Mooresville NC. Their track runs a limited schedule in the winter. Other wise I'll either be at Keystone or Hagerstown as sooon as the wheather breaks.
When I first started this swap I meant to do a direct comparision of carb to TBI. It was going to be scientific I had even planned on doing a "half way" track run just to see how the timing control helped. That all got washed when I wiped a cam lobe not too long ago. Springs went soft with 50,000 miles on them. Only had 70 pounds on the seat when they used to have 95, not good for high rpm. This rebuild I swaped to a slightly bigger cam and got a set of older style 305 heads that had 1.94 valves then I opend up the chambers to let them breath. Over half of the valve was right up against the combustion chamber. I really wanted to pocket port them but I didn't have the money for a new valve job.
yeah, after porting my own set of 305 heads, i know their is alot to be gained by even a very mild port job, the casting on the set i have is horrible, there is no way air was flowing smoothly. 2 hours with a die grinder on the intake side of things, and a little work on the exaust (without touching the bowls or valve area) would give you a noticable gain, in just smoothing out the airflow.
i shimmed mine a while back. specialty washers(thin) are available at a fulll service hardware store. issue is i think i went too far. i had no FP gauge then(do now) and over did the shim. blew 2 gaskets. i was lean without the vafpr initiating higher press. just on startup tore gasket.
I have made my stock FPR adjustable by drilling out the plug on the bottom and now I'm trying to make the spring stiffer by raising the spring rate, or how stiff the spring is. By just using a shim your doing the same thing as screwing in the adjuster.
I cut one coil off my spring and reinstalled it. The pressure adjusted as always up to 22 psi then it got very sensitive. A 1/4 turn after that point would put me at 30 psi. I carefully set it at 25 psi. Do you think I'm still stacking the coils? I pinched the return line and the pressure returned to normal afterwards. I also pinched the supply line and the pressure returned to normal as well, so I assume all is fine. I'm waiting for the epoxy to dry on my new adapter plate and then I'll take her out for a spin.
:lala: I got it right finaly!!!!!!! Man is it nice to have the power back!!!! It pulls right up to 6 now and man does it pull hard. Funny thing the O2 mv are right where they should be now, high .890. now I can do this again, only I'm much cooler now.
Originally posted by BMmonteSS :lala: I got it right finaly!!!!!!! Man is it nice to have the power back!!!! It pulls right up to 6 now and man does it pull hard. Funny thing the O2 mv are right where they should be now, high .890. now I can do this again, only I'm much cooler now.
I'm wondering how a stock bin results in the high Duty Cycles you were getting. Especially since you had the BPW reduced.
I wish I had an ECM bench to test some stock bins on. I would think they would run acceptable DC's under 4000-4200 rpms where the 350 trucks up-shift at.
I can see where over 4200 you might have trouble as the VE #2 flattens out in a number of bins that I have looked out.
Sorry it's been a while since I posted I've got exams coming up next week so I'm pretty busy right now. I'll try to get my data log up here some time tomarrow I'm just kinda swamped at the moment. Just a quick rundown of how it's runnin now.
I made it clear to 5300 before going static with the BPW const. set at 100 but my blm's were way rich so I kept going down till I got to what the equations say I should be at and what do you know everything comes into focus. I'm at 87 BPW right now and my PW doesn't go over 4.5 at 5750. I did catch it cutting out at a little higher rev but I didn't capture it in my data log (too slow) it'll show up some time. I still have my wot stuff maxed out trying to get enough fuel so I'll get a few more rpm's once I get it leaned out.
question: How much does your VE curve drop off after torque peak? I have mine droping off about 3 to 4 % by 6 grand.
question2: There is a min BPW constant which is at 1.2 ms I believe, will this limit the pw to 1.2 because my car runs at .2-.6 almost all the time at idle and low rpm cruise. This must be the lower limit before going Asynch.
Just for reference my KPA drops off about by about 4 which converted to inHG its about 1 in. So the throttle body isn't restricting me much. My 750 carb droped about 2 to 3 kpa so my best guestimate puts the 454 tb at around 700 cfm.
As soon as things settle down i'm going to start some more post on converting to 454 tbi's both on the hardware and software side of things. I have a pretty good collection of info on this stuff but I hope you guys will help fill in the blanks.
Wow one of my post made it into the stickies! Too bad it's a good example of how not paying attention to the big picture can bite you in the ****.
This is what I've learned in the last 2 years.
1. A Wide Band would have helped to avoid the above fiasco!
2. Injectors that are static dump alot of fuel
3. Injectors that are going static behave eratically.
4. NB O2 sensors are junk for anything but 14.7
5. Did I mention a WB would have been instumental in fixing this problem much sooner?
I was running these injectors static, not because I needed that much fuel, but because I had no clue what AFR the engine was running at because I was using the NB and my best guess. Once I got things leaned out enough to get out of being static, I could then start tuning for best power.
Since I initially fixed this problem, I've gotten a WB and tuned my WOT to a very consistant 12.8 I've put one of my old bin's back in just to see how it used to be, and all I can say is wow that sucked. On the WB it's very evident that the injectors start going wierd right before they hit "the wall" Then the motor just drowns in fuel. The WB pegs at 9 to 1. I'll try to get a screen shot of this happening, as well as some PW readings to go along with. It's a bit of a pain to get good PW numbers with the slow baud rate, but it's doable.
hey question i have the 7747 ecm and i had to set my idel afr bias valve to .457.20 were stock was .109 to achive a very steady and very good blm idle were its 129-131 blm and 129 int plugs look awesome but my o2mv show at idel .900 to .999 back and forth they dont drop from .900 any but if i tocuht the gas trhye will...
hey does anyone have a made xdf file or is it in the bin of the 7747 with the pw added and the sa added to show up in winaldl i cna not figure out how to add it
Since it's usually a one time deal I just edit the BIN directly and leave it. To do that open the BIN in Tuner Pro (TP) and open the hex editor:
Tools->Advanced->Hex Editor
Now you have a screen of gobbydy-gook. The left most column being the address within the PROM/BIN. The center being the hex, and the right being the hex in text.
Now you won't find those addresses directly. They are the logical addresses once the PROM has been inserted into the ECM. To get the physical address need to drop the Dxxx portion off (or subtract $D000 from each address).
So we are looking for $4E7, scroll down through the hex editor until the address line 000004E0 is found. Each byte across is one more address. So $4E7 is the 8th byte over and is $D0 in value (the bottom status bar shows the address the cursor is at.
The 4 byte values in sequence is $D0 $02 $D0 $03, which is the location of the PROM ID. So type over those values with the data above:
$00 $AB $00 $AC
Then save it:
Action->Commit Changes
That BIN when used will now output the injector PW in place of the PromID.
Can put the SA value in place of O2 x-counts. For this edit BIN location: $50B
Go to that address in the hex editor and find: $00 $BA
Over write with $00 $67 (only need the LSB).
Then commit the changes. You may also need to save the BIN itself from the TP File->Save. This will update the checksum.
RBob.
Last edited by RBob; 03-19-2008 at 09:18 AM.
Reason: changed pic
The math will be the displayed PROMID value * .352 + the initial timing as set in the bin.
So a PROMID of 91 and 6 deg of initial = 91 * .352 + 6 = 38.0 deg SA.
If you want the PW then use $AA and $AB instead of the $61 & $62. The math will be as it is for the '747 above.
RBob.
Note: this is to place the SA into the ALDL stream for the '8746 ECM. It will be in the PromID field.
Due to additional interest in this, here are two screen shots of before and after. What a stock BIN has in those locations ($D0 $02 $D0 $03). Then the SA being patched in.
Be sure to commit the change, change another parameter via the XDF (even if back to the same value), then save the BIN. The changing of a parameter via the XDF is so that TunerPro is forced to re-calc the checksum.
Note: this is to place the SA into the ALDL stream for the '8746 ECM. It will be in the PromID field.
Due to additional interest in this, here are two screen shots of before and after. What a stock BIN has in those locations ($D0 $02 $D0 $03). Then the SA being patched in.
Be sure to commit the change, change another parameter via the XDF (even if back to the same value), then save the BIN. The changing of a parameter via the XDF is so that TunerPro is forced to re-calc the checksum.
RBob.
When you say "change another parameter via the xdf" what is the parameter you speak of? Is it the parameters we just changed in hex, but we change them back to original value in the xdf?
Once this is complete, how do i go about seeing the SA in the datastream?
1.) Is there something i need to make such as a Definition, in the acquisition? If so is it a value, if its a value what do i use as a packet offset and conversion?
2.) im coming from the 7730 xdf to the 8746 so its not fully explored or complete in v3 but the 7730 $88 has a value for SA in the definition / acquisition / value area.
If using TunerPro RT for looking at the ALDL data, need to change the PromID field in the ADS file:
The math will be the displayed PROMID value * .352 + the initial timing as set in the bin.
RBob.
ok, now next question(s).
1).Where in the ads file do i go to change?
2.)What do i change the PROMID to in the ads file?
3.)Do i need to create anything? Such as a value for SA lookup? Then add the math you have given to that value table under the conversion tab?
11-26-2003, 11:44 PM
The terminal had gradually unscrewed from the end of my bosch sparkplug and i lost the cylinder w/o even knowing it. Needless to say all my problems immediatly went away when i screwed the terminal back on hooked the wire back up
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I can't help but to rely on some old post I read some where in never never land that said that what I'm running now in the way of injectors and pressure should feed a top fuel motor. 
When I do you'll get a nice big picture of me sitting in a mountain of tire smoke with the biggest grin in the whole wide world because I won't just be making tire smoke.....I'll be making tire smoke with a useless computer and a fuel injection system that won't make any power!!!!!!!!!!:lala: 
Too bad it's a good example of how not paying attention to the big picture can bite you in the ****. 
