0x1 V0.001 PCM_EE Modified PCM_EE to expand the tuning abilities of the 1994-1995 LT1 PCM. I make no guarantee as to the accuracy of this definition or any definition created by or modified by me. Use at your own risk! If you break your vehicle, fail emissions testing, or etc…, the fault is yours and no one else's. You MUST enable "Parameter Category" view for this XDF to work properly. Maintained by NOBODY! THIS IS EXPERIMENTAL!!! 0 Above this MAP value, PE mode can be enabled. Lowering this value too much may cause premature PE mode, such as in decel. Some people prefer to use this value and lower the TPS vs RPM table substantially, so PE engages mostly based on engine load. Kpa 1 108.000000 0 0 $$ This is a primary constant used for most AFR calculations, which is the overall displacement of the engine. 717.25 is normal for a 5.7 litre engine, for some reason. ml/Cyl 2197.649902 0 0 $$ The specified flow rate of your injectors. This is a great way to modify the overall AFR across the board. Lower values will increase fueling everywhere, higher values will decrease it. For injectors flow rated with n-Heptane testing fluid, it is reccommended you use a compensation factor of *1.035 for precision, although some further adjustment may be necessary. lbs/HR 3 2000.000000 1.000000 0 0 $$ This is the coolant temperature boundary between "Hot" and "Cold" PE mode TPS vs RPM table. Many people max out this value, and just use the cold table for more consistent track performance. There is evidence that some bins do not use the HOT table even if configured to do so. Deg C 0 0 $$ EGR operation is suspended until this MAP value is exceeded. Raising this value may be necessary with engine designs that produce less low-rpm vacuum (although they tend to have the EGR deleted anyway...) This does not affect the EGR test sequence. Kpa 1 103.599998 10.000000 0 0 $$ EGR cycles will not happen until this RPM value is exceeded. To disable the EGR, set this to MAX. This does not affect the EGR test sequence. RPM 2 0 6375.000000 0 0 $$ EGR cycles will not happen past this RPM value. To disable EGR functionality, set this to 0. This does not affect the EGR test sequence. RPM 2 0 6375.000000 0 0 $$ This is the primary place to set fan turn-on temperatures in Celcius. It has a setting for both low and high vehicle speed. In modern dual fan configurations, Fan 1 might enable both fans at 6v, and Fan 2 might enable both fans at 12v. See "Fan Vehicle Speed Boundary" to define what low and high vehicle speed are. Speed 2 4 0 0 $$ Fan# 2 4 0 0 $$ Deg C 2 -40.000000 151.000000 1 $$ This sets how much of a temperature fluctuation is allowed before enabling a fan. It prevents repeatedly switching the fans on and off if the temperature is right in between an 'on' and 'off' setting. 3 or 4 degrees should be sufficient. See "Fan Vehicle Speed Boundary" to define what low and high vehicle speed are. Deg C 2 4 0 0 $$ Deg C 1 0 0 $$ 2 0.000000 255.000000 1 $$ This is used to seperate "high" from "low" vehicle speed in any fan settings that require it, such as hysteresis and enable. MPH 0 0 $$ This sets up fan 1 (or 'slow' fan) enable based on oil temperature. It is only used by default on Y-Body (corvettes). See Oil Temp Fan RPM Boundary to define the difference between 'low' and 'high' RPM. 2 4 0 0 $$ Deg C 1 0 0 $$ 2 -40.000000 164.000000 1 $$ This sets up fan 2 (or 'fast' fan) enable based on oil temperature. It is only used by default on Y-Body (corvettes). 2 4 0 0 $$ Deg C 1 0 0 $$ 2 0.000000 164.000000 1 $$ This seperates the low and high rpm for any fan control functions that require it. I believe this only affects oil temperature fan control, which is the only rpm-bound fan control routine. RPM 0 0 $$ This setting prevents switching the fans on and off repeatedly due to minor fluctuations in oil temperature. Deg C 0 0 $$ When speed exceeds the enable MPH, fuel delivery will stop until speed returns to the disable MPH. MPH 2 0 0 $$ When speed exceeds the enable MPH, fuel delivery will stop until speed returns to the disable MPH. MPH 2 0 0 $$ The LT1 rev limiter disables the injectors when the RPM Cutoff point is reached, and does not re-enable them until the RPM falls back below the RPM Resume value. A shorter gap between the Cutoff and Resume values produces a smoother rev limiter, but with a higher chance of going over the rev limiter in extreme circumstances. This is a per-gear setting on automatic transmissions. !! WARNING !! MAKE SURE that the cutoff value is higher than the resume value, or bad things may happen! 2 4 0 0 $$ RPM 1 4 0 0 $$ RPM 1 1000.000000 8000.000000 1 $$ The LT1 rev limiter disables the injectors when the RPM Cutoff point is reached, and does not re-enable them until the RPM falls back below the RPM Resume value. A shorter gap between the Cutoff and Resume values produces a smoother rev limiter, but with a higher chance of going over the rev limiter in extreme circumstances. This is a per-gear setting on automatic transmissions. !! WARNING !! MAKE SURE that the cutoff value is higher than the resume value, or bad things may happen! 2 4 0 0 $$ RPM 1 0 0 $$ RPM 1 1000.000000 8000.000000 1 $$ The error checking routine that sets DTC32 expects a drop in MAP of at least this value, when opening the EGR valve. Kpa 0 0 $$ This is the base scalar for speedometer calibration. This should be set to PPM/4000. You may develop a PPM value as follows: PPM = sensor spec * gear ratio * tire revolutions per mile known sensor values: - 40 for a 4L60E - 17 for a T56 F-body or B-body - 2 for a T56 Y-Body PPM/4000 1 65534.000000 0 0 $$ This is the divisor for speedometer calibration. This should be set to, after the base scalar is determined, to: 4000 / ( PPM / Speedometer Scaler - Base ) You may develop a PPM value as follows: PPM = sensor spec * gear ratio * tire revolutions per mile known sensor values: - 40 for a 4L60E - 17 for a T56 F-body or B-body - 2 for a T56 Y-Body Divisor 4 2.000000 0 0 $$ This should be set to ( gear ratio * tire revolutions per mile ) / 60, however more research is needed. In some tests, the speedometer itself reads perfectly but the scan tool reads substantially lower, so this may require manual adjustment. !! WARNING !! There is evidence that this divisor also affects every single ecm routine that has a speed constant involved, and is not just for the scan tool. This needs more testing. Divisor 3 64.000000 1.000000 0 0 $$ When a VSS pulse has not happened for this amount of time, the vehicle is considered 'stopped'. 70-80msec seems to be appropriate. msec 1000.000000 1.000000 0 0 $$ The catalytic converter over-temperature system will not active below this coolant temperature. To disable the system completely, set this to MAX, probably a good idea if you have no cats... Deg C 1 151.000000 -40.000000 0 0 $$ The CAGS (Skip Shift) system will not function until this temperature is reached. Disabled if Automatic Trans bit enabled. Deg C 0 0 $$ Skip shift (CAGS) can be enabled if between the high and low speed boundaries. Disabled if Automatic Trans bit enabled. MPH 0 0 $$ Skip shift (CAGS) can be enabled if between the high and low speed boundaries. Disabled if Automatic Trans bit enabled. MPH 0 0 $$ Skip shift will only function below this RPM. Disabled if Automatic Trans bit enabled. RPM 0 0 $$ Above this TPS setting, skip shift will not function. Disabled if Automatic Trans bit enabled. % TPS 0 0 $$ Skip shift will only enable if between the lower and upper MAP boundaries. Disabled if Automatic Trans bit enabled. Kpa 0 0 $$ Skip shift will only enable if between the lower and upper MAP boundaries. Disabled if Automatic Trans bit enabled. Kpa 0 0 $$ BLM is also called L-Term or LTFT. This controls the extent of the ability of the BLM system to compensate for a RICH condition. It will allow no further trim than this value. Raising this value slightly and purposefully tuning the mixture slightly rich is one way to achieve closed loop AFRs other than 14.7:1, but use at your own risk! 0 0 $$ BLM is also called L-Term or LTFT. This controls the extent of the ability of the BLM system to compensate for a LEAN condition. It will allow no further trim than this value. This is probably for safety, as if too much trimming is being done, something is likely wrong with the engine. 0 0 $$ Coolant temp must be above this temperature before closed loop mode can be entered. There are other conditions that must be met as well. There are two temperature settings. One defines a special value for 'Cold IAT' enable. It is presumed this is for winter starting. The definition of a 'Cold IAT' is undocumented. 2 4 0 0 $$ Deg C 1 0 0 $$ Deg C 2 5.000000 195.000000 1 $$ BLM is also called L-Term or LTFT. This is the hystersis used to avoid unnecessarily jumping back and forth between BLM cells. The boundary must be crossed by this amount before the next cell is reached. RPM 2000.000000 0 0 $$ BLM is also called L-Term or LTFT. This is the hystersis used to avoid unnecessarily jumping back and forth between BLM cells. The boundary must be crossed by this amount before the next cell is reached. Engines with a fair amount of part-throttle surge will see more reliable BLM operation if this value is raised slightly. Kpa 100.000000 0 0 $$ The full extent of this option is unknown, however it should be set to one of these. Known sensor values: - 40 for a 4L60E - 17 for a T56 F-body or B-body - 2 for a T56 Y-Body Pulses 60.000000 0 0 $$ MPH 0 0 $$ MPH 0 0 $$ The jump in airflow that causes the burst knock retard system to activate. The burst knock system is used to avoid fast throttle changes causing knock from the LEAN condition resulting from the engine's inability to deliver fuel quickly enough, especially considering the lack of a pump shot routine in the LT1. It simply lowers timing advance momentarily as the throttle as advanced. % 0 0 $$ Below this coolant temp, burst knock is disabled. The burst knock system is used to avoid fast throttle changes causing knock from the LEAN condition resulting from the engine's inability to deliver fuel quickly enough, especially considering the lack of a pump shot routine in the LT1. It simply lowers timing advance momentarily as the throttle as advanced. Deg. C 0 0 $$ DFCO will not activate below this RPM. RPM 0 0 $$ DFCO will not be enabled, or will be cancelled if active, if RPM is lower than this value. This prevents stalling out when coasting to a stop. RPM 0 0 $$ DFCO will not enable above this MAP value Kpa 0 0 $$ DFCO will be cancelled and regular fueling resumed when MAP exceeds this value Kpa 0 0 $$ DFCO will be cancelled when RPM is decreased by this amount. RPM/sec 0 0 $$ Deg. C 0 0 $$ MPH 0 0 $$ Kpa 0 0 $$ Kpa 0 0 $$ Mult. 0 0 $$ This defines how much spark to cut during DFCO... Deg. 0 0 $$ psi 0 0 $$ This will make the PCM use the kickdown mode tables only if throttle is beyond this percentage. %TPS 0 0 $$ This will turn off kickdown mode tables and go back to other tables for shifting if throttle is under this percentage. %TPS 0 0 $$ This affects the main and extended spark tables with a bias value. The bias value is subtracted from each value in the table to allow for negative modifiers. For example with a spark value of 20 and a bias of 22, the result is -2. Deg. 1 0 0 $$ This bias value is applied to the "Spark Coolant Temperature Correction" table. The bias value is subtracted from each value in the table to allow for negative modifiers. For example with a spark value of 20 and a bias of 22, the result is -2. Deg. 1 0 0 $$ This bias value is applied to the Minimum Spark Advance per RPM table. The bias value is subtracted from each value in the table to allow for negative modifiers. For example with a spark value of 20 and a bias of 22, the result is -2. Deg. 0 0 $$ This defines a distributor timing other than the default #1 TDC. If the distributor has been somehow re-keyed or offset to be advanced more than usual, this can be changed to match. It is reccommended you keep it at zero in most cases. Deg. 0 0 $$ The sum of all spark timing calculations are never allowed to exceed this value, in theory. For some unknown reason, some conditions still allow it to exceed this value. It only appears to apply to: - Main and extended spark advance tables - EGR spark advance - Coolant temp correction Deg. 1 0 0 $$ Set this to a reasonably low temperature, below which the cold engine may produce false knock. Deg. C 0 0 $$ RPM 0 0 $$ The minimum coolant temperature to enable the AIR pump. Max this value if the air pump is removed; or use the air pump enable switch. The AIR pump is to help start a reaction earlier in the catyltic converter(s), and is unnecessary if the cat is removed. Deg C 1 151.250000 -40.000000 0 0 $$ psi 0 0 $$ psi 0 0 $$ psi 0 0 $$ psi 0 0 $$ MPH 0 0 $$ MPH 0 0 $$ MPH 0 0 $$ MPH 0 0 $$ On an ECM reset, before the IAC learn procedure which remembers how many steps are needed to achieve stable idle, this value is used as a filler. I think... Steps 0 0 $$ This performs two functions. When a cell has not yet been filled with data from closed loop block learn mode, for example after a PCM reset or in a cell that hasn't been used yet, this value is used as the default. 128 is generally the default. If your car tends to run very rich after a PCM reset, it may be a good idea to try a value like 120, which would lean the mixture until BLM kicks in. It is rumored to be the default on Y-bodies. It also may be "safer" to run a higher value on a car that has not yet been tuned. Its other function is the lower boundary of what will be stored in memory between power cycling the ECM. The stock setting is 128, which means values below 128 will never be stored (it'll never remember a slightly rich condition, only a lean one..) 0 0 $$ This is the maximum BLM value that will be kept in memory between power cycling the ECM. 0 0 $$ Past this TPS%, the a/c clutch will not be allowed to engage. %TPS 1 100.000000 0 0 $$ The minimum estimated catalytic converter temperature, when extra fuel should start being added to protect the cat. This takes effect below the "Cat Protect - Low Boundary" setting. Deg. C 2 0 1065.000000 300.000000 0 0 $$ The minimum estimated catalytic converter temperature when extra fuel should start being added to protect the cat. This takes effect between the "Cat Protect - Low Boundary" and "Cat Protect - High Boundary" settings Deg. C 2 0 1065.000000 300.000000 0 0 $$ The minimum estimated catalytic converter temperature, when extra fuel should start being added to protect the cat. This takes effect above the "Cat Protect - High Boundary" setting. Deg. C 2 0 1065.000000 300.000000 0 0 $$ The atmospheric pressure boundary between 'low' and 'mid', for cat protect modes. Apparently the catalytic converter is more prone to overheating at different elevations. Kpa 0 0 $$ The atmospheric pressure boundary between 'mid' and 'high'. Apparently the catalytic converter is more prone to overheating at different elevations. Kpa 0 0 $$ When the CAT Protect system is active to avoid overheating the catalytic converter in a lean condition, this failsafe super-rich AFR will be used to dump extra fuel and cool the cat. 12.0 would be a reasonable setting here. AFR 1 25.400000 0 0 $$ The integrator is also referred to as S-Term or STFT. This is the minimum (RICH) value allowable for short term fuel trims. 0 0 $$ The integrator is also referred to as S-Term or STFT. This is the maximum (LEAN) value allowable for short term fuel trims. 0 0 $$ The reverse lockout solenoid will engage when the enable speed is reached, and remain locked out until the speed drops back below the disable speed. Disabled if Automatic Trans bit enabled. MPH 0 0 $$ The reverse lockout solenoid will engage when the enable speed is reached, and remain locked out until the speed drops back below the disable speed. Disabled if Automatic Trans bit enabled. MPH 0 0 $$ 0 0 $$ 0 0 $$ Time delay for some PCM functions to cease after ignition is shut off. SEC 0 0 0 $$ 0 0 $$ 0 0 $$ 0x01 1=ASR PCM SEND ALDL ASR REQUEST 0=ASR PCM don`t send ALDL ASR REQUEST ??? for setting byte_87 $08 1=use byte_a3 $80 check for ASR on 0x02 1=use byte_a8 $08 check to force absolute spark adder and load 0 for spark in mode 4 1=set byte_a8 $08 and load word_292+1 as byte_22d 1= if byte_a5 $01 set, set clear open loop byte 1= USE ZERO FOR SPARK IF byte_a8 $08 =0 0= use open loop enter delay vs byte_a8 $08 0=allow MODE 4 AFR ALLOW MODE 4 CONTROL FOR INTG 0=ALLOW byte_8 $08 CHECK FOR OPEN LOOP 0x04 This flag is unset by default. It appears that setting it may enable the charcoal canister purge functionality at low TPS%. Setting this might be a good idea if your vehicle spends a ton of time at low TPS to ensure that the purge actually happens, but it is poorly tested. What is considered 'Low TPS' is unknown. !! WARNING Be aware that other functions, such as BLM cell behavior, is linked to the CCP. 1=Always clear byte_228 when tps not in range 0= use check rout to clear byte_228 when tps not in range 0x08 0= skip M4 subrout 0x10 0x20 0x80 0= M4 commands loading of skipped M4 sub if cond met 0=check BYTE_85 $08 TO LOAD SOME ROUTINES 0x01 0= ALWAYS ADD OR SUBSTRACT to byte_227 when ccp dc not updated 1= Check if blm update + or - to than add or sub to byte_227 when ccp dc not updated 1= use check rout for corr to byte_228 ccp 0x02 0=SKIP THE UPDATE EVERY !* CYCLES 1=DON`T SET BYTE 0x04 0= Skip M4 subrout 0=skip SOME ROUTINES(alot sub) rel with 2626 $10 2627 $01 0x08 1= use COOLANT 0= use MAT ARR #5-3 for table 281d iac adder to 0x20 0x40 1= byte_89 $20 sets byte_87 $02 =1 0= byte_89 $20 clears byte_87 $02 =0 1=poweR STEERING SWITCH NORMALLY OPEN 0=POWER STEERING SWITCH NORMALLY CLOSED 0x02 0x08 1=Use some timer for LBLM 1= decrement slowly L & R blm with timer 0= store new BLM value immediately 0x10 16 bit 1= use MPH and MAP check to use 270C table (=byte_19B) to calc corr airflow ref% byte_191 bytes_270A and bytes_270B 0x20 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ RPM 1 0 0 $$ Deg. C 9 4 0 0 $$ 0 0.000000 10000.000000 1 $$ vs coolant = byte_1d7 USED WHEN ENGINE OFF Sec 1 0 0 $$ Deg. C 9 4 0 0 $$ 0 0.000000 255.000000 1 $$ 1 0 0 $$ 5 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ table 1 vs RPM ? 1 0 0 $$ RPM 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ table 2 VS RPM*25 Result byte_130 IF byte_b9 $08=1 and byte_1b4e not zero IN SECOND GEAR ? 1 0 0 $$ RPM 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ table 3 VS RPM Result byte_130 IF IN THIRD GEAR ? 1 0 0 $$ RPM 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ USED TO CALC WORD_183 & WORD_181 From L02 & R02 AD 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ RPM*25 below some error diagnostik disabled 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ The EGR Diagnostic routine that sets DTC32 must be between the low and high vehicle speeds in this table before beginning. RANGE 2 4 0 0 $$ SPD 1 4 0 0 $$ MPH 0 0.000000 255.000000 2 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 20B7-20BA KNOCK SEN DIAG error 43 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 1 0 0 $$ 13 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 13 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ VS AD TPS vs byte_1aa2 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ vs rpm*12.5 for error diag 0 0 $$ VS TPS for error diag 0 0 $$ 0 0 $$ 0 0 $$ loaded for byte_235 filtered with Byte_2137 and table 2138 0 0 $$ 0 0 $$ vs rpm if minus max rpm $80*31.5 Adder to rpm value for TABLE TO CALC DEFAULT AD MAP FROM TPS AND RPM IF MAP FAIL 1 0 0 $$ 9 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ ERR_74_TRACTON_CONTR 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ timer for byte_1816 0 0 $$ VS ABS VALUE OF SLIP FOR ERR 80 0 0 $$ 2 4 0 0 $$ 1 0 0 $$ 2 0.000000 255.000000 1 $$ 2 4 0 0 $$ 1 0 0 $$ 2 0.000000 255.000000 1 $$ SEC 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ VS SLIP FOR TCC STUCK ERROR 0 0 $$ VS SLIP FOR TCC STUCK ERROR 0 0 $$ TIMER FOR SETTING TCC STUCK ON ERROR 0 0 $$ FOR TCC STUCK ERROR 0 0 $$ FOR TCC STUCK ERROR 0 0 $$ NVRATIO FOR LOW RATIO ERROR 0 0 $$ FOR LOW RATIO ERROR 0 0 $$ 0 0 $$ TIMER to set LOW RATIO ERROR 0 0 $$ TIMER TO CLEAR LOW Ratio error timer for byte_181b 0 0 $$ FOR HIGH RATIO ERROR 0 0 $$ FOR HIGH RATIO ERROR 0 0 $$ VS TRANS TEMP FOR SET HIGH RATIO ERROR 0 0 $$ TIMER FOR SETTING HIGH RATIO ERROR 0 0 $$ TIMER FOR CLEARING HIGH RATIO ERROR 0 0 $$ VS TRANS TEMP for error 89 0 0 $$ VS TPS for error 89 0 0 $$ VS VEHICLE SPEED FILTERED for error 89 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ timer for dtc 89 0 0 $$ timer for dtc 89 0 0 $$ 0 0 $$ timer for byte_181d timer to clear 89 dtc max long shift 0 0 $$ 0 0 $$ timer for byte_1821 0 0 $$ 1 0 0 $$ 5 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 13 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 1 0 0 $$ 18 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ MVOLTS 0 0 $$ MVOLTS 0 0 $$ SEC 1 0 0 $$ DEG C 16 0 0 $$ SEC 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ sets the number of consecutive failures or passes required to log a passed or failed coolant system closed loop temperature diagnostic test 0 0 $$ 1 0 0 $$ 5 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 4 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 2 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 5 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 4 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 2 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 5 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 4 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 2 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 5 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 4 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 2 0 0 $$ 2 0.000000 255.000000 1 $$ Sec 0 0 $$ table vs airflow, airflow max $40 result 1d3c vs RF O2 ad 2 0 0 $$ 65 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 71 0 0 $$ 2 0.000000 255.000000 3 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ Kpa 2 0 0 $$ Kpa 2 0 0 $$ min map if BYTE_1C9 = $00 Kpa 2 0 0 $$ Rpm 2 0 0 $$ Rpm 2 0 0 $$ Kpa 2 0 0 $$ Kpa 2 0 0 $$ 0 0 $$ IF byte_1c9 = 0 0 0 $$ 0 0 $$ IF byte_1c9 = 0 0 0 $$ MPH 0 0 $$ MPH 0 0 $$ max value vs table 26c2 2 0 0 $$ 0 0 $$ vs byte_257 0 0 $$ EGR cycles will not happen until this temp value is exceeded. To disable the EGR, set this to MAX. What Hi temp is unkown. affect the EGR test sequence? loaded as BYTE_1cb C 2 0 150.500000 -40.500000 0 0 $$ EGR cycles will not happen past this temp value. To disable EGR functionality, set this to MAX. What Low temp is unkown. affect the EGR test sequence? loaded as BYTE_1cb C 2 1 150.750000 -40.500000 0 0 $$ Progressive adder to egr dc% until maxed 0 0 $$ This enables the VATS system in the ECM for F-Body and B-Body type vehicles. For corvettes, see the Corvette Only section. VATS Select (F+B-Body) (X = Enabled) The VATS module or body control module sends a signal to the ECM that allows it to enable the injectors. If this option is set, that signal must be present before the car will run. It does not bypass the starter portion, as that has nothing to do with the ECM. If your VATS system is damaged, you must also bypass the VATS module or the starter will not work. 0x08 If enabled, the ECM will respond to traction control timing retard requests. !! WARNING !! This does not disable the braking or throttle portions of a traction control system, the ECM has no control over them. If those systems are still in place and functional, disabling this may cause excess brake wear or strange behavior. The design of the BCM "expects" this function to work. 0x01 Disabling this option disables all skip shift functions. Disabled if Automatic Trans bit enabled. 0x04 This disables the diagnostic code, but not the actual diagnostic procedure, which opens the EGR periodically to test for a variation in MAP. Also see EGR Diagnostic MAP Test Value. 0x40 0x01 0x02 0x01 0x08 0x04 0x02 0x01 0x04 Setting this flag causes the ECM calculate airflow using speed density mode, which leverages the the VE tables and intake air temperature to calculate airflow. In this mode, the MAF sensor is unused, and can be removed. If this bit is unset, the VE tables are ignored and the MAF is used to calculate airflow. 0x02 Setting this enables VE calculations to be used during MAF metering (the full extent of this calculation is unknown). 0x08 all 4 or 3 tables in one gm/sec 1 0 0 $$ Hz 77 2 0 0 $$ 2 0.000000 512.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ threshold to ADD or SUB to ccp byte_228 0 0 $$ threshold for not using ADd or SUB to byte_228 0 0 $$ 0 0 $$ SUB to byte_227 each cycle and used if ccp not updated min value reached at byte_2626 0 0 $$ 0 0 $$ USE INTG AND BLM ROUTINE FOR CCP TO CLEAR BYTE_228 if BYTE_d8 $04=1 (2026 $08) 0 0 $$ 0 0 $$ 0 0 $$ MPH 0 0 $$ %TPS 100.000000 0 0 $$ KPA 0 0 $$ MPH 80.000000 0 0 $$ %TPS 100.000000 0 0 $$ KPA 0 0 $$ MAX $20 RESOLUTION FOR AIRFLOW 1 0 0 $$ 10 0 0 $$ 2 0.000000 255.000000 1 $$ (BYTE_256) ;two tables compared and lower value is used Multi. 1 4 0 0 $$ Deg. C 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 26aa-26b2 used for setting byte_8f $02(ALLOW AIRPUMP ON) 0 0 $$ RPM 6375.000000 0 0 $$ KPA 0 0 $$ KPA 0 0 $$ 0 0 $$ 0 0 $$ %DC 1 4 0 0 $$ gm/sec 17 4 0 0 $$ 2 0.000000 100.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ min MAP for using 128 for INT and CORRCL KPA 2 105.000000 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ sets byte_96 $01 & $04 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ loaded as byte_142 2 1 0 0 $$ 0 0 $$ 0 0 $$ 4 0 0 $$ 0 0 $$ RPM 1 3188.000000 0 0 $$ RPM 3188.000000 0 0 $$ 3 0 0 $$ 1.Default value for byte_179 if tps error set 2.Max value for tps to consider TPS closed(zero tps) 0 0 $$ 6 0 0 $$ 6 0 0 $$ Below this vehicle speed, idle is controlled by the idle speed target tables, attempting to achieve an RPM target. Above this speed, the IAC motor is moved to fixed positions, and RPM target is ignored. 0 0 $$ 0 0 $$ Steps 7 0.079687 0 0 $$ Steps 7 0.079687 0 0 $$ 0 0 $$ 0 0 $$ Steps 5 0.063700 0 0 $$ Steps 5 0.063750 0 0 $$ RPM 3 16.320000 0 0 $$ Steps 5 0.063750 0 0 $$ RPM 7 7.968750 0 0 $$ RPM 7 7.968750 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ msec 3 1.000000 0 0 $$ adder to 278e result For IAC diag msec 3 1.000000 0 0 $$ 0 0 $$ 0 0 $$ Step/%TPS 3 2.000000 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ SOME TIMER IAC REL BYTE_13B msec 5.100000 0 0 $$ msec 5.100000 0 0 $$ msec 5.100000 0 0 $$ STEPS 0 0 $$ Sec 1 4 0 0 $$ Deg. C 5 4 0 0 $$ 2 0.000000 12.750000 1 $$ RPM 7 7.968750 0 0 $$ RPM 7 7.968750 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 4 0 0 $$ 0 0 $$ 27ba table result offset for max value result + 27b6 if overflow use max value %TPS 1 0 0 $$ N/V 2 0 0 $$ N/V 2 0 0 $$ N/V 2 0 0 $$ %TPS 1 2 0 0 $$ RPM 17 2 6 4 $$ %TPS 1 0.000000 100.000000 1 $$ STEPS 1 36 27 $$ RPM 16 2 6 4 $$ STEPS 2 0.000000 255.000000 2 $$ STEPS 1 36 27 $$ RPM 16 2 6 4 $$ STEPS 2 0.000000 255.000000 2 $$ STEPS 1 36 27 $$ RPM 16 2 6 4 $$ STEPS 2 0.000000 255.000000 2 $$ ADDER TO IDLE SPEED TARGET RPM IF BYTE_8D $02 set ???WHEN ADDED SPARK ADVANCE??? not fully implemented RPM 3187.500000 0 0 $$ VS COOLANT TABLE ? 1 0 0 $$ Deg. C 9 4 0 0 $$ 2 0.000000 10000.000000 1 $$ STEPS 1 4 0 0 $$ DEG C 17 4 13 15 $$ Steps 0 0.000000 255.000000 2 $$ STEPS 1 36 27 $$ DEG C 14 4 13 15 $$ STEPS 2 0.000000 255.000000 2 $$ Multi 1 0 0 $$ KPA 5 4 0 0 $$ 2 0.000000 2.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 6 4 0 0 $$ 3 0 0 $$ 0 0.000000 255.000000 1 $$ Multi 1 4 0 0 $$ kpa 5 4 0 0 $$ 2 0.000000 2.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ $20 1=TRANS TEMP LOW DIAG $40 1=TRANS TEMP HIGH DIAG 0x01 0x10 0x20 0x40 0x80 0x01 0=use REGULAR MODE 2 AND PERF MODE 1=USE REGULAR MODE 2 AND ONLY 123 PRNDL PERF MODE tcc rel 0=Allow performance mode drive 2 send to eside and some PRNDL check for byte_a7 $08 1=Allow DRIVE 2 PATTERN only send to eside 1=SET PERF MODE ON PRNDL ILL RANGE 0x04 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 or >0 If >0 use only normal and drive 2 PATTERN if ZERO USE All patterns 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 6.400000 0 0 $$ 0x02 0x04 MIN GLOBAL 3-2 DC VALUE DEFAULT 3-2 DC% when timer expire in 1st gear 0 0 $$ MAX GLOBAL 3-2 DC% DEFAULT 3-2 DC% when timer expire 0 0 $$ 0 0 $$ 0 0 $$ (positive or negative) above $80 positive below $80 negative 0 0 $$ 3-2 DC% PWM #D TABLE vs VEHICLE SPEED FILTERD VS ALTITUDE result 3-2 DC% 0 0 $$ 0 0 $$ KPA 17 4 0 0 $$ MPH 17 4 5 5 $$ 2 0.000000 100.000000 1 $$ % Correction 1 4 0 0 $$ Deg. C 17 4 13 15 $$ 2 0.000000 100.000000 1 $$ % Correction 1 0 0 $$ Deg. C 17 4 0 0 $$ 2 -100.000000 100.000000 1 $$ % Correction 1 0 0 $$ Deg. C 17 4 0 15 $$ 2 -100.000000 100.000000 1 $$ Hysteresis 1 4 0 0 $$ Deg. C 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ PSI 1 4 0 0 $$ GEAR 4 4 0 0 $$ PSI 2 0.000000 255.000000 1 $$ SEC 1 0 0 $$ SHIFT 3 4 0 0 $$ 2 0.000000 255.000000 1 $$ PSI 1 0 0 $$ Deg. C 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ 3 4 0 0 $$ %TPS 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ in first if gear selector in 2,3,4 3 4 0 0 $$ MPH 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ Garage Shift Line Press VS Trans Temp VS Trans RPM - Drive RPM 17 4 0 0 $$ DEG C 8 4 0 0 $$ 2 0.000000 255.000000 1 $$ Garage Shift Line Press VS Trans Temp VS Trans RPM - Reverse RPM 17 4 0 0 $$ DEG C 8 4 0 0 $$ 2 0.000000 255.000000 1 $$ 3->2 1 4 0 0 $$ MPH 17 4 0 0 $$ 2 -127.000000 127.000000 1 $$ 3 4 0 0 $$ %TPS 17 4 0 0 $$ 2 -127.000000 127.000000 1 $$ 3 4 0 0 $$ %TPS 17 4 0 0 $$ 2 0.000000 6.380000 1 $$ 3 4 0 0 $$ %TPS 17 4 0 0 $$ 2 -127.000000 127.000000 1 $$ 3 4 0 0 $$ %TPS 17 4 0 0 $$ 2 -127.000000 127.000000 1 $$ 3 4 0 0 $$ %TPS 17 4 0 0 $$ 2 0.000000 2.000000 1 $$ 3 4 0 0 $$ %TPS 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ 0x01 0x80 0x10 coolant temp above tcc enabled 0 0 $$ coolant temp above tcc disabled 0 0 $$ TRANS TEMP above tcc enabled for COLD MODE TCC 0 0 $$ TRANS TEMP above TCC disabled for COLD MODE TCC 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ SEC 6.375000 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ timer for positive delta tps TCC unlock loaded if positive delta tps treshold used 0 0 $$ 0 0 $$ SEC 6.375000 0 0 $$ 0 0 $$ SEC 1 0 0 $$ SHIFT 6 4 0 0 $$ 3 0.000000 6.375000 1 $$ kpa 1 27 19 $$ Deg. C 17 4 13 15 $$ Kpa 2 0.000000 100.000000 1 $$ Timer to force use TCC lock DRIVE 2 tables 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 2 4 0 0 $$ Gear 3 4 0 0 $$ MPH 2 0.000000 255.000000 1 $$ GEAR 3 4 0 0 $$ %TPS 17 4 0 0 $$ %DC 1 0.000000 100.000000 1 $$ GEAR 3 4 0 0 $$ %TPS 17 4 0 0 $$ %DC/SEC 1 0.000000 100.000000 1 $$ GEAR 3 4 0 0 $$ %TPS 17 4 0 0 $$ %DC 1 0.000000 100.000000 1 $$ GEAR 3 4 0 0 $$ %TPS 17 4 0 0 $$ %DC/SEC 1 0.000000 100.000000 1 $$ RESULT byte_1A7A %DC 1 0 68 $$ PSI 17 4 0 18 $$ %DC 2 0.000000 100.000000 1 $$ RESULT 1AC8 Multiplier 1 0 0 $$ PSI 17 4 0 18 $$ Multiplier 1 0.000000 2.000000 1 $$ vs byte_1b63 0 0 $$ MPH 1 0 0 $$ MPH 1 0 0 $$ 0 0 $$ 1 0 0 $$ sec 1 0 0 $$ 1 0 0 $$ 1 0 0 $$ sec 1 0 0 $$ 1=allow some trans temp and tps check for byte_ca $04 1=ALLOW byte_c8 $80 set 0x01 0x04 1 0 0 $$ 3 4 0 0 $$ 0 0.000000 255.000000 1 $$ 1 0 0 $$ 3 4 0 0 $$ 0 0.000000 255.000000 1 $$ 1 0 0 $$ 3 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 1 0 0 $$ 6 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ C 1 0 0 $$ 3 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 2 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 5 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ SEC 0 0 $$ ADR#7 -1 CAL LOOKUP TABLE TRANS temp IF BYTE_80 $01 =1 16 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ ADR#7 -1 CAL LOOKUP TABLE TRANS TEMP 16 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 16 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 110 0 0 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 8 4 0 0 $$ 2 0.000000 255.000000 3 $$ 1 0 0 $$ 60 4 0 0 $$ 2 0.000000 255.000000 3 $$ 1 0 0 $$ 5 0 0 $$ 2 0.000000 255.000000 3 $$ 1 0 0 $$ 97 0 0 $$ 2 0.000000 255.000000 3 $$ 0x40 0x40 0x40 0x40 0x80 0x80 0x80 0x80 0x80 0x10 0x04 0x02 0x01 0x10 0x08 0x80 0x08 0x04 0x20 0x10 0x40 0x20 0x08 This functions for automatic transmissions only, according to the service manual. 0x10 0x08 0x04 0x02 0x80 0x20 0x10 0x08 0x04 0x02 0x10 0x08 0x01 This switch enables AIR pump functionality. Obviously uncheck the box this if the system is deleted. The AIR pump is to help start a reaction earlier in the catyltic converter(s), and is unnecessary if the cat is removed. 0x04 0x04 0x02 0x04 0x20 0x08 0x04 0x80 0x40 This error is used only during WOT (PE Mode). The o2 sensor should be 'rich' during power enrichment. If the o2 voltage is below 450mv?? for over 3 seconds, it sets a code. If for some reason you want PE to be leaner than 450mv and have tuned it as such, you may disable this code. It takes no action beyond setting the CEL as far as I can tell. 0x02 0x40 0x20 0x10 0x20 0x10 0x01 0x40 This is the famous "BLM Locker". By default, when PE mode (WOT) is entered, the long-term trim calculations in BLM LAST USED are used as the base AFR calculation for the entirety of the power enrichment run, IF the trim cell is greater than the blm keep-alive value. This is to correct potential lean conditions without actually relying on the o2s for proper PE AFR. This locker overrides the behavior, ensuring the BLM is always 128 when in PE mode, and the AFR corrections you specify are ALWAYS based on a supposed 14.7:1 for more consistent race results. WARNING! Some other tuning software, without warning, will remove this patch if the bin is edited and it will need to be reapplied. This sets the base amount of spark advance per RPM and MAP up to 4000 rpm. The amount of advance may have modifiers or limits placed on it by other routines. This is affected by the bias value: "Main/Extended Spark Advance Table Bias" MAP (Kpa) 16 1000.000000 2 0 0 $$ RPM 15 1000.000000 2 0 0 $$ DEG ADV 1 0.000000 50.000000 1 $$ This sets the base amount of spark advance per RPM and MAP over 4000 rpm. The amount of advance may have modifiers or limits placed on it by other routines. MAP (Kpa) 16 1000.000000 2 0 0 $$ RPM 7 1000.000000 2 0 0 $$ 1 0.000000 90.000000 1 $$ In most conditions, when the TPS is zero, this timing table overrides the main spark advance table completely. This is where you set the spark timing for idle conditions. Deg Spk 1 1000.000000 4 0 0 $$ RPM 13 1000.000000 4 0 0 $$ 1 0.000000 128.000000 1 $$ This is the absolute minimum that spark advance can be, at any particular RPM. It can be used to ensure knock and other modifiers don't reduce spark below a certain level. This is affected by the bias value: "Minimum Spark Advance Table Bias" Deg Spk 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 1 0.000000 128.000000 1 $$ Injector opening time can vary depending on the voltage applied to them. This is known as the "Injector Offset". The manufacturer may be able to provide these specifications for you, or failing that, an injector testing shop. Be aware that battery voltage supplied to the ECM is trusted to be the same as injector voltage. If the voltage in your datalogs are different from the supply voltage to the injectors due to harness upgrades etc, this table may require further adjustment to compensate. If data from the MFR requires interpolation, a cubic spline function would likely give optimal results. usec 1 1000.000000 4 0 0 $$ VDC 32 1000.000000 4 0 0 $$ usec 0 0.000000 7781.000000 1 $$ The amount of timing retarded by a traction control request from the body control module. !! WARNING !! This does not disable the braking or throttle portions of a traction control system, the ECM has no control over them. If those systems are still in place and functional, disabling this may cause excess brake wear or strange behavior. The design of the BCM "expects" this function to work. Deg Spk 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 2 0.000000 16.000000 1 $$ This table specifies the TPS position at each RPM that activates PE mode. It has two columns seperated by a coolant temperature range, specified in PE Mode Coolant Temp Boundary. This allows more aggressive PE mode behavior depending on engine temperature. Most stock bins place the PE Mode Coolant Temp Boundary out of range, and simply use the COLD table. %TPS 2 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ TPS% 1 0.000000 100.000000 1 $$ This table specifies the % change (0-100%) to AFR in PE Mode (WOT) in terms of coolant temperature. This percentage is added to the RPM correction, the applied to the last blm cell that was entered (128=14.7:1) when PE is engaged. This should be tuned carefully with a wideband oxygen sensor or engine damage could result, as it relies on the accuracy of the maf and volumetric efficiency tables. Multi. 1 1000.000000 4 0 0 $$ Deg C 15 1000.000000 4 0 0 $$ Mult. 3 -2.000000 2.000000 1 $$ This table specifies the added fuel in PE mode as a multiplier. This value is added to the Coolant Temp correction, then both are divided by the target AFR. AFR = PE AFR Base / ( BOTH PE TABLES ADDED - 1) This should be tuned carefully with a wideband oxygen sensor or engine damage could result, as it relies on the accuracy of the maf and volumetric efficiency tables. Multi. 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ Multi. 3 -2.000000 2.000000 1 $$ DO NOT USE! FOR EXPERIMENTATION ONLY!! AFR 1 0 0 $$ RPM 17 4 0 0 $$ AFR 2 10.100000 22.000000 1 $$ This specifies the target AFR for open loop mode, in terms of coolant temp and MAP. This table does not appear to function in MAF mode, but is used as the base for things like overheat protection. MAP (Kpa) 17 1000.000000 4 0 0 $$ Deg C 15 1000.000000 4 0 0 $$ AFR 1 5.000000 18.000000 1 $$ This is the target idle RPM at a given coolant temperature, apart from any adders such as vehicle speed or air conditioning. This is manipulated by both the idle air control motor (IAC Valve) as well as a table in spark control called 'idle timing error correction' RPM 2 1000.000000 4 0 0 $$ Deg C 14 1000.000000 4 0 0 $$ RPM 2 50.000000 7000.000000 1 $$ The initial position of the IAC stepper motor. Also called "IAC Park Position" Steps 1 1000.000000 4 0 0 $$ Deg C 14 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Sets the speed in MPH for the transmission to perform the specified up/down shift. Normal: Normal operating temperature. Important: To upshift Both values from this Shift Points table and its corresponding RPM Thresholds table must be met in order for the shift to take place. If one of the values is unattainable (too high MPH for that gear, or too high RPM) the shift will not occur. Table only used by PCM when TPS is above value set in Kickdown Mode Enable TPS Threshold. MPH 1 1000.000000 4 0 0 $$ Shift 6 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Shift points to be used during normal driving. Shift point in MPH vs. TPS% vs. shift. Note: Kickdown Mode tables will take priority over this table when TPS meets values set for Kickdown mode to be enabled. (Unless kickdown mode's values have been set to unattainable values, the last few rows on this tables most likely won't be used). MPH 6 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ The values in this table are the changes applied to the main Modifies the line pressure depending on engine RPM at or near WOT. The values in this table are added/subtracted from values set in the main line pressure tables. PSI 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ MPH 17 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ MPH 17 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ PSI 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ 2 -> 1 1 1000.000000 4 0 0 $$ MPH 17 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ 3 -> 2 1 1000.000000 4 0 0 $$ MPH 17 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ This table, used for speed density calculations, describes the volumetric efficiency of an engine in terms of manifold pressure and RPM. This table can be combined with intake air temperature, in an airflow measurement technique known as "Speed Density". It may also play a role in transient behavior when using MAF mode, however this is a subject of ongoing debate. This is table is for low rpm measurements. Beware smoothness at the shared 2000rpm boundary. MAP (Kpa) 17 1000.000000 4 0 0 $$ RPM 9 1000.000000 4 0 0 $$ VE 1 0.000000 100.000000 1 $$ This table, used for speed density calculations, describes the volumetric efficiency of an engine in terms of manifold pressure and RPM. This table can be combined with intake air temperature, in an airflow measurement technique known as "Speed Density". It may also play a role in transient behavior when using MAF mode, however this is a subject of ongoing debate. This is table is for high rpm measurements. Beware smoothness at the shared 2000rpm boundary. MAP (Kpa) 17 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ VE 2 0.000000 100.000000 1 $$ This table allows trimming of individual cylinder AFR calculations. It is a multiplier, increasing it richens the mixture. Obviously 1 means trim is disabled for that cyl. Some people have had success using infared measurements to tune these values. This particular table only functions at 0% TPS. Multi. 1 1000.000000 4 0 0 $$ Cylinder 8 1000.000000 4 0 0 $$ Multiplier 3 0.000000 2.000000 2 $$ This table allows trimming of individual cylinder AFR calculations. It is a multiplier, increasing it richens the mixture. Obviously 1 means trim is disabled for that cyl. Some people have had success using infared measurements to tune these values. This particular table functions above 0% TPS until the Max TPS setting is reached. Multi. 1 1000.000000 4 0 0 $$ Cylinder 8 1000.000000 4 0 0 $$ Multiplier 3 0.000000 2.000000 1 $$ 4 -> 3 1 1000.000000 4 0 0 $$ MPH 17 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ Shift points to be used when performance mode is enabled (Firebird's Transmission Perform switch). Shift point in MPH vs. TPS% vs. shift. Note: Kickdown Mode tables will take priority over this table when TPS meets values set for Kickdown mode to be enabled. (Unless kickdown mode's values have been set to unattainable values, the last few rows on this tables most likely won't be used). MPH 6 1000.000000 4 0 0 $$ % TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Multiplier 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 2 0.000000 4.000000 1 $$ % Retard Removed / 8 Cam Pulses 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 3 0.000000 1.000000 1 $$ BLM cells form a 4x4 grid, with 16 cells, labeled 0 through 15, with a MAP and an RPM axis. The RPM boundaries relate to the cells as follows: Cells 0,4,8,12 are between 0 and LOW rpm. Cells 1,5,9,13 are between LOW and MID rpm. Cells 2,6,10,14 are between MID and HIGH rpm. Cells 3,7,11,15 are between HIGH and infinity RPM. RPM 1 1000.000000 4 0 0 $$ Boundary 3 1000.000000 4 0 0 $$ 2 0.000000 8000.000000 1 $$ BLM cells form a 4x4 grid, with 16 cells, labeled 0 through 15, with a MAP and an RPM axis. The MAP boundaries relate to the cells as follows: Cells 0-3 are between 0 map and LOW. Cells 4-7 are between LOW and MID. Cells 8-11 are between MID and HIGH. Cells 12-15 are between HIGH and atmospheric pressure. MAP (Kpa) 1 1000.000000 4 0 0 $$ Boundary 3 1000.000000 4 0 0 $$ 2 0.000000 100.000000 1 $$ Sets the engine RPM to be met for the transmission to perform the specified upshift. Normal: Normal operating temperature. Important: To upshift Both values from this RPM Thresholds table and its corresponding Shift Points table must be met in order for the shift to take place. If one of the values is unattainable (too high MPH for that gear, or too high RPM) the shift will not occur. Table only used by PCM when TPS is above value set in Kickdown Mode Enable TPS Threshold. RPM 1 1000.000000 4 0 0 $$ Shift 3 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ For low injector pulses, an offset in microseconds can be applied to further fine tune fueling. BPW (usec) 1 1000.000000 4 0 0 $$ Adder (usec) 25 1000.000000 4 0 0 $$ usec 1 0.000000 3891.000000 1 $$ The IAC is advanced a certain number of steps depending on vehicle speed, to improve driveability and avoid stalling. This table configures that behavior. Minimum allowable 3 steps. Steps 1 1000.000000 4 0 0 $$ MPH 17 1000.000000 4 0 0 $$ 1 3.000000 128.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ psi 17 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ psi 17 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ The burst knock system is used to avoid fast throttle changes causing knock from the LEAN condition resulting from the engine's inability to deliver fuel quickly enough, especially considering the lack of a pump shot routine in the LT1. It simply lowers timing advance momentarily as the throttle as advanced. Deg. 1 1000.000000 4 0 0 $$ Deg. C 15 1000.000000 4 0 0 $$ 2 0.000000 16.000000 1 $$ This is the maximum amount of timing that can be pulled by the knock sensor in PE mode. This is expressed in terms of RPM, as MAP should always be very high in PE mode. Deg. 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 2 0.000000 16.000000 1 $$ This is the maximum amount of timing that can be pulled by the knock sensor. This does not apply in PE mode. Expressed in terms of MAP. Deg. 1 1000.000000 4 0 0 $$ MAP 17 1000.000000 4 0 0 $$ 2 0.000000 16.000000 1 $$ This RPM vs TPS table specifies a minimum tps per rpm range to enable DFCO. %TPS 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 2 0.000000 100.000000 1 $$ This is a table of coolant temp and MAP corrections that will be applied to the main spark table, allowing spark advance to be somewhat temperature dependant. This is affected by the bias value: "Spark Coolant Temp Correction Bias" !!! WARNING !!! This table assumes the 'Spark Coolant Temp Correction Bias' has not been touched (should be 20) Kpa 15 1000.000000 4 0 0 $$ Deg. C 13 1000.000000 0 15 $$ 1 0.000000 128.000000 1 $$ Mult. 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 2 0.000000 1.000000 1 $$ Mult. 1 1000.000000 4 0 0 $$ RPM 17 1000.000000 4 0 0 $$ 2 0.000000 1.000000 1 $$ Mult. 1 1000.000000 4 0 0 $$ Kpa 17 1000.000000 4 0 0 $$ 2 0.000000 1.000000 1 $$ Mult. 1 1000.000000 4 0 0 $$ Deg. C 9 1000.000000 4 0 0 $$ 2 0.000000 1.000000 1 $$ Sets the engine RPM to be met for the transmission to perform the specified upshift. Hot: Hot operating temperature. Important: To upshift Both values from this RPM Thresholds table and its corresponding Shift Points table must be met in order for the shift to take place. If one of the values is unattainable (too high MPH for that gear, or too high RPM) the shift will not occur. Table only used by PCM when TPS is above value set in Kickdown Mode Enable TPS Threshold. RPM 1 1000.000000 4 0 0 $$ Shift 3 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Sets the engine RPM to be met for the transmission to perform the specified upshift. Cold: Cold operating temperature. Important: To upshift Both values from this RPM Thresholds table and its corresponding Shift Points table must be met in order for the shift to take place. If one of the values is unattainable (too high MPH for that gear, or too high RPM) the shift will not occur. Table only used by PCM when TPS is above value set in Kickdown Mode Enable TPS Threshold. RPM 1 1000.000000 4 0 0 $$ Shift 3 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ psi 17 1000.000000 4 0 0 $$ Deg. C 17 1000.000000 4 0 0 $$ 2 0.000000 4980.000000 1 $$ psi 17 1000.000000 4 0 0 $$ Deg. C 17 1000.000000 4 0 0 $$ 2 0.000000 4980.000000 1 $$ Shift Points to be used when the gear shift lever is in a position other than overdrive. Shift point in MPH vs. TPS% vs. shift. MPH 6 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Shift points to be used when cruise control is active. Shift point in MPH vs. TPS% vs. shift. MPH 4 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ %TPS 4 1000.000000 4 0 0 $$ Deg. C 11 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Sets the speed in MPH for the transmission to perform the specified up/down shift. Hot: Hot operating temperature. Important: To upshift Both values from this Shift Points table and its corresponding RPM Thresholds table must be met in order for the shift to take place. If one of the values is unattainable (too high MPH for that gear, or too high RPM) the shift will not occur. Table only used by PCM when TPS is above value set in Kickdown Mode Enable TPS Threshold. MPH 1 1000.000000 4 0 0 $$ Shift 6 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Sets the speed in MPH for the transmission to perform the specified up/down shift. Cold: Cold operating temperature. Important: To upshift Both values from this Shift Points table and its corresponding RPM Thresholds table must be met in order for the shift to take place. If one of the values is unattainable (too high MPH for that gear, or too high RPM) the shift will not occur. Table only used by PCM when TPS is above value set in Kickdown Mode Enable TPS Threshold. MPH 1 1000.000000 4 0 0 $$ Shift 6 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ psi 17 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ %TPS 4 1000.000000 4 0 0 $$ Deg. C 11 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ %TPS 4 1000.000000 4 0 0 $$ Deg. C 11 1000.000000 4 0 0 $$ 2 -127.000000 127.000000 1 $$ Shift 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 6.380000 1 $$ Shift 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 6.380000 1 $$ Shift 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 6.380000 1 $$ Shift 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 6.380000 1 $$ This table controls attempts to increase idle speed in anticipation of load from the air conditioning system, to avoid stalling or rough idle. This responds using the AC Pressure sensor Steps 1 1000.000000 4 0 0 $$ PSI 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 2 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 2 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 3 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 2 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ Gear 2 1000.000000 4 0 0 $$ %TPS 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ MPH 2 1000.000000 4 0 0 $$ Gear 3 1000.000000 4 0 0 $$ 2 0.000000 255.000000 1 $$ When the EGR is active, it reduces combustion temperature, allowing extra timing to be added. This table is a series of corrections that can be made to main timing when the EGR is open. They are adders, not multipliers. kPA 15 1000.000000 2 0 0 $$ RPM 4 1000.000000 2 0 0 $$ 1 0.000000 128.000000 1 $$ Until the engine is considered 'running', this table is used to determine spark advance. Degrees 1 1000.000000 4 0 0 $$ Deg. C 17 1000.000000 2 0 0 $$ Degrees 1 0.000000 128.000000 2 $$ When cranking, the AFR must be determined using the low resolution pulse only, as not enough stable data is available from the MAF or SD systems. This table configures the ratio of fuel to low res pulse. The 'Crank AFR Vs. Distrib. Refer. Pulse Vs. Cool. Temp.' table sets the target AFR during cranking as a function of coolant temperature and the number of distributor reference pulses. DRP 16 1000.000000 2 0 0 $$ Deg. C 15 1000.000000 2 0 0 $$ AFR 1 0.000000 25.400000 1 $$ When cranking, the AFR must be determined using the low resolution pulse only, as not enough stable data is available from the MAF or SD systems. This table configures the ratio of fuel to low res pulse. DRP 8 1000.000000 4 0 0 $$ Deg. C 15 1000.000000 4 0 0 $$ 1 0.000000 25.400000 1 $$ 1st Prime Pulse Width Vs. Coolant Temp. table controls the injector pulse width of the first prime fuel pulse during cranking as a function of engine coolant temperature. Similarly the 2nd Prime Pulse Width Vs. Coolant Temp. table controls the injector pulse width of the second prime fuel pulse during cranking as a function of engine coolant temperature. These tables were in the '96/97 LT1 calibrations. In the '94/95 LT1 calibrations these two tables are combined into a single table (Prime Pulse Width Vs. Coolant Temp.). pulse 2 1000.000000 4 0 0 $$ Deg. C 15 1000.000000 4 0 0 $$ msec 2 0.000000 398.000000 1 $$ If the engine is still cranking after the time specified by the 'Added Prime Pulse Enable Crank Time Vs. Cool. Temp.' table then another prime pulse is output and the pulse width of this added pulse is specified by the 'Added Prime Pulse Width Vs. Coolant Temp.' table. msec 1 1000.000000 4 0 0 $$ Deg. C 15 1000.000000 4 0 0 $$ 1 0.000000 398.000000 1 $$ sec. 1 1000.000000 4 0 0 $$ Deg. C 17 1000.000000 4 0 0 $$ 2 0.000000 255.000000 2 $$ startup afr adder ADDER TO OPEN LOOP AFR at RESET and oc4 loadED WHEN ENGINE OFF As soon as the PCM declares that the engine is running the fuel is temporarily enriched as specified by the 'Initial Startup AFR Enrichment Vs. Coolant Temp.' table. This enrichment is then gradually removed. Multi. 1 1000.000000 4 0 0 $$ Deg. C 15 1000.000000 4 0 0 $$ 2 0.000000 25.500000 1 $$ RPM 17 1000.000000 4 0 0 $$ % TPS 9 1000.000000 4 0 0 $$ 1 0.000000 100.000000 1 $$ The closed TPS idle routine attempts to use small changes in ignition timing to correct errors in idle RPM before it has to adjust the IAC. Timing control can respond much more quickly than the IAC valve for small errors. This table adjusts how much timing is advanced or retarded to correct for a particular idle RPM error. A low idle is corrected with advance, and a high idle is corrected with retard. For stability, these values may have to be lowered for cars with cam surge at idle, as the system is fairly poor at correcting for large amounts of surge. Deg Spk - 1 1000.000000 4 0 0 $$ RPM Error 9 1000.000000 4 0 0 $$ 1 0.000000 50.000000 1 $$ The closed TPS idle routine attempts to use small changes in ignition timing to correct errors in idle RPM before it has to adjust the IAC. Timing control can respond much more quickly than the IAC valve for small errors. This table adjusts how much timing is advanced or retarded to correct for a particular idle RPM error. A low idle is corrected with advance, and a high idle is corrected with retard. For stability, these values may have to be lowered for cars with cam surge at idle, as the system is fairly poor at correcting for large amounts of surge. Deg Spk + 1 0 0 $$ RPM Error 9 4 0 0 $$ Deg. 1 0.000000 50.000000 1 $$ 0x2018 0xFFFF 0x2015 0x0 0x12018 0x1FFFF 0x12015 0x0 This enables 0xE4 ECM (the E-side) to perform diagnostic communications. If you don't know what this means, don't patch. ? 6 0 0 $$ 1 0 0 $$ 2 0.000000 255.000000 3 $$ Calculated EF Checksum 3 0 0 $$ 3 0 0 $$ 3 0 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ This is the GM unique identifier or "part number" of the current calibration. Factory calibrations should all be in the 16xxxxxx range. All unique revisions and calibrations of factory bins have a unique calibration id. See http://fbodytech.com/bin/index.html for information about some factory calibration part numbers. GM's tis2web service at https://tis2web.service.gm.com/tis2web can be used to process your vin number and find the original calibration id and all updates for a vehicle. Setting this to another number to keep track of your own bin revisions could be an excellent idea. 2 1 0 0 $$ 0x40 0x20 Fourth Generation Chevy Camaro VIN Decode There is one type of VIN for fourth generation Camaros. 1994-1995 CAMARO VIN (Example: 2G1FP22P1P2100001) Vehicle Identification Number Example: 2G1FP22P1P2100001 First Digit Nation of Origin: 1=USA, 2=Canada Second Digit Division: G=General Motors Third Digit: 1=Chevrolet Fourth Digit: F=All models Fifth Digit Model: P=Camaro Coupe or Z28 Six & Seven Digits Body Style: 22=Coupe, 32=Convertible Eigth Digit Engine: See Engine Codes Below Ninth Digit is Check digit Tenth Digit Year: P=93, R=94, S=95, T=96, V=97, W=98, X=99, Y=00, 1=01, 2=02 Eleventh Digit: 2=All models Last Six Digits increase by one with each car built at each plant Engine codes: (VIN Code | CID-hp | RPO Code) 1994 1995 (P|350-275| LT1) 17 2 0 0 $$ 1 0 0 $$ 1 0.000000 255.000000 4 $$ 0 0 $$ 0 0 $$ 3 0 0 $$ ENABLES WIDEBAND ON PIN D31 BYTE 36 mode 1 msg 1 Calculated EE Checksum 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 3 0 0 $$ 0 0 $$ THRESHOLD FOR 2413 VS 2414 FOR %AIRFLOW CALC 0 0 $$ default value for byte_1d6 if spie checksum fail 0 0 $$ 0 0 $$ Transient fuel compensates for fuel pooling and boiling in the cylinders. 0x40 used for differnet setup of timer interupt register mask 2 0x01 set or clear byte_27 $02 and byte_33 $40; set if 2039 and 2038 met 0x02 set or clear byte 33 $80 min w_12033 condition on set 0= skip calc for word_1bd 0x04 1= used with 1203e 12040 MIn value to load some scalars for not loading ve tables every cycle 0x08 0= skip inf loop at 56e3, loop if byte_1c0 >= byte_2035 0x10 1= set vats fail when engine on 0= disable vats fail enable when engine on, skip set byte_36 $01 0x20 1=ALLOW CODE 47 diagnostics KNOCK MODULE MISSING 0=don`t load 2307 2318 2361 tables 0x40 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ related with 12038 12039 vector loop 06 related 0 0 $$ timer to clear 0 0 $$ loaded at byte_B VS MAP 0 0 $$ 0 0 $$ 0 0 $$ used if 2029 bit4 set, if byte_1c0 higher trap processor at 56e3 0 0 $$ 0 0 $$ adr #7, compared with byte_12f 0 0 $$ related bit2 12029 0 0 $$ 0 0 $$ if higher than byte_1c3 don`t set vats fail when engine on sec 0 0 $$ VS 1496_tts_GP6EP2CT threshold for global not using 2307 2318 2361 tables used with 2029 $40 global scalars for using 2307 2318 2361 tables used with 2029 $40, don`t load if lower than word_1c7 0 0 $$ threshold for global not using 2307 2318 2361 tables used with 2029 $40 global scalars for using 2307 2318 2361 tables used with 2029 $40, vs corr byte_1c4 0 0 $$ if higher 0 0 $$ 0 0 $$ 0 0 $$ max Low res for Crank spark advance Rpm 0 0 $$ POSS SPARK PE ADDER VS x12 low reference some adder or mult to closed tps spark and minimum spark advence vs rpm tables usec 5.000000 0 0 $$ 0 0 $$ VS TPS if tps=0 flag on incremented with #1 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ ??low res rel 0 0 $$ 0 0 $$ RPM 1 4 0 0 $$ Deg. C 9 4 0 0 $$ 0 0.000000 100000.000000 1 $$ Sec 1 4 0 0 $$ Deg. C 9 4 0 0 $$ 0 0.000000 255.000000 1 $$ This appears to slow down the rate at which EGR spark advance is added. This is likely intended to be proportional to how long exhaust gasses take to cool the combustion chamber to the point of where spark can safely be advanced. % 1 0 0 $$ vs byte_11 0 0 $$ sec 0 0 $$ % 0 0 $$ 0 0 $$ MAX TIME TO continue USE TRACTION++when request stopped 0 0 $$ Deg C 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ Deg. Spk - 1 4 0 0 $$ %TPS 17 4 0 0 $$ 1 0.000000 16.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ Ratio 1 4 0 0 $$ Coast Spark Multi. 3 4 0 0 $$ 2 0.000000 255.000000 2 $$ Deg 1 128.000000 0 0 $$ TPS% 1 100.000000 0 0 $$ TPS% 1 100.000000 0 0 $$ TPS% 1 100.000000 0 0 $$ Ref Pulse 1 65536.000000 0 0 $$ Ratio 2 0 0 $$ There is some weirdo spark modifier that acts as a stall saver on manual calibrations. This can wreak havok with low RPM timing, which shows up as a bunch of timing surge on light low RPM decelleration. This is the minimum coolant temp. Max out to disable. Deg C 151.000000 -40.000000 0 0 $$ There is some weirdo spark modifier that acts as a stall saver on manual calibrations. This can wreak havok with low RPM timing, which shows up as a bunch of timing surge on light low RPM decelleration. This is the Min RPM to disable. Set to zero to disable. RPM 2 1 6375.000000 0 0 $$ There is some weirdo spark modifier that acts as a stall saver on manual calibrations. This can wreak havok with low RPM timing, which shows up as a bunch of timing surge on light low RPM decelleration. This is the Max RPM for enable. Set to zero to disable. RPM 2 1 6375.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Multi. 3 2.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ Deg. 1 128.000000 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ Grams of air per cylinder low-med-high Map vs low-med-high RPM (12406-12409 define the thresholds) KPA 3 4 0 0 $$ RPM 3 4 0 0 $$ 2 0.000000 1.000000 1 $$ 0 0 $$ 0 0 $$ baro correction table for final airflow byte_18a Multi 1 0 0 $$ kpa 5 4 0 0 $$ 2 0.000000 2.000000 1 $$ initial startup vs coolant temp table vs coolant result multiplied with low baro=byte_be 26af calc value Multi. 1 4 0 0 $$ Deg. C 15 4 0 0 $$ 3 0.000000 2.000000 1 $$ Mass Air/Cylinder Correction Vs. TPS initial startup spark related to /-12044 byte VS TPS vs TPS To calculate % AIRFLOW RESULT IS USED FOR BURST KNOCK AND MAF CORR gm/cyl 1 4 0 0 $$ %TPS 17 4 0 0 $$ 2 0.000000 4.000000 1 $$ 0 0 $$ Multi 3 0 0 $$ Deg. Spk - 1 4 0 0 $$ Deg. C 17 4 0 0 $$ 1 0.000000 128.000000 1 $$ 1x15 New Table coolant temp vs //vector loop 02 related used with 24d5 nd 24d6 scalars Cam Pulses 1 2 0 0 $$ Dec. C 15 4 0 0 $$ 2 0.000000 255.000000 2 $$ MIN VALUE TO STOP FUEL IF STOP FUEL FLAG NOT SET 0 0 $$ MIN VALUE TO STOP FUEL IF STOP FUEL FLAG SET 0 0 $$ sec 0 0 $$ MAX BPW for using STARTUP BPW if < use 0 VS added CRANK BPW compared with 240a value? if lower skip some calc 0 0 $$ used in skiped calc from 24fb 0 0 $$ TIMER FOR 2504 VS 25f7 TABLE vs 12x low resolution for 2504 table Threshold for crank afr vs ext crank afr vs byte_123 numbers cycles to use crank afr and rows of crank afr table after limit reach switch to extended afr cranking 0 0 $$ TIMER FOR 2504 VS 25f7 TABLE vs 12x low resolution for 2504 table Threshold for crank afr vs ext crank afr vs byte_123 numbers cycles to use crank afr and rows of crank afr table after limit reach switch to last row 0 0 $$ 0 0 $$ baro corr table for FIRST prime pulse table at reset SECOND prime pulse table at reset table 24b4 result byte_be (%airflow=used for burst knock and maf) byte_18f Multi 1 0 0 $$ kpa 5 4 0 0 $$ 2 0.000000 2.000000 1 $$ 0 0 $$ !!!!!!!!!!!!!! HERE BE DRAGONS !!!!!!!!!!!!!!!! The charcoal canister purge system will not activate until this coolant temperature is reached. !!WARNING!! On this platform the CCP system is directly linked to block learn mode behavior, specifically it is the sole factor in determining what causes the switch between the 'special' 16-18 cells and 'regular' cells This means that until the CCP is active, regular BLM cells will not be used! DO NOT change this until you understand what that means! Deg C 150.750000 -40.500000 0 0 $$ Individual cylinder fuel trims will disable past this tps% As they are multipliers, setting this value too high may cause serious high RPM fueling issues. They were never intended to be used for high RPM corrections. TPS% 100.000000 0 0 $$ On this platform, the routine that manages the special BLM cells (16-18) uses the CCP (charcoal canister purge) duty cycle to determine when to use them. This constant defines a relationship between CCP duty cycle and the special cells. Below this CCP duty cycle, the 'special' cells 16-18 will be active. Cell 16 will be used for idle, 17 for decel, and 18 for driving. This means that by default, at idle, decel, and warm-up, CCP is inactive, which is why the special cells are used at that time. Setting this higher forces BLM into the 'special' cells much earlier. Setting this to zero disables operation of the 'special' cells. This is reccommended if you set the CCP enable min coolant temp out of range. 1 100.000000 0 0 $$ When looking at O2-related tables, these values drive cell selection, instead of maf AFGS being used directly, to provide skew. There is evidence that values below 16 are "clamped" to 16 in the factory code anyway, making the 'lowest cell' in some of the o2 tables useless. CL Mode 1 2 0 0 $$ gm/sec 17 2 0 0 $$ Mode 0 0.000000 255.000000 2 $$ This is the target value for the integrator as it attempts to maintain a median O2 voltage. Generally, setting this lower commands a leaner mixture. Straying too far from 450mv may reduce the accuracy of the sensor. Also see O2 Airflow Reference Table mv 2 4 0 0 $$ CL Mode 5 2 0 0 $$ MVolts 2 0.000000 1109.000000 1 $$ This is the base integrator (s-term trim) delay, which is to account for the fact that when a change is made to the mixture in closed loop, it takes a certain amount of time for the physical exhaust gasses to reach the sensor. Raising these values seems to be a good idea when relocating the sensor, as well as when modifications that reduce exhaust gas velocity are made. These values are scaled with the O2 INT Delay - mV Error Mult. before being used. The table rows are against the O2 Airflow Reference Table, not real airflow from the MAF. Special thanks RobertISaar for his work in discovering this parameter. Sec 1 0 0 $$ CL Mode 5 2 0 0 $$ sec 2 0.000000 3.187500 1 $$ TIMER TO DFCO IF CAT PROTECT 0 A delay that is introduced before DFCO is enabled, to prevent false enables. Sec 1 25.299999 0 0 $$ Enable a special security feature on Y-Body models that disables injector pulse, if a special sequence is not sent from the security module. 1=ALLOW VATS DIAG CODE 46 1=ALLOW DIAG FOR FUEL ENABLE 1=corvette special security 0x40 Enable a special security feature on Y-Body models that disables injector pulse, if a special sequence is not sent from the security module. 0x40 gm/sec 1 4 0 0 $$ HZ 25 2 0 0 $$ AFGS 3 0.000000 512.000000 1 $$ gm/sec 1 0 0 $$ HZ 25 2 0 0 $$ AFGS 3 0.000000 512.000000 1 $$ gm/sec 1 0 0 $$ HZ 27 2 0 0 $$ AFGS 3 0.000000 512.000000 1 $$ gm/sec 1 4 0 0 $$ HZ 25 2 0 0 $$ AFGS 3 0.000000 512.000000 1 $$ gm/sec 1 0 0 $$ HZ 25 2 0 0 $$ AFGS 3 0.000000 512.000000 1 $$ gm/sec 1 0 0 $$ HZ 27 2 0 0 $$ AFGS 3 0.000000 512.000000 1 $$ When DFCO is disengaging and fuel is resuming, this factor is used to blend spark so the resulting re-start of the combustion cycle isn't jumpy. Blend% 1 4 0 0 $$ TPS% 17 0 0 $$ 1 0.000000 100.000000 1 $$ This is a delay timer that prevents closed loop operation for a certain time after startup, to avoid bad data. Setting this too low will pollute block learn mode and produce inaccurate fueling. Setting it too high will cause poor fuel economy. This is, of course, only one of the conditions that must be met for closed loop to engage. To define what is considered low medium and high, see the table "Closed Loop Delay Timer - Coolant Temp" Seconds 1 4 0 0 $$ Temperature 3 4 0 0 $$ 2 1.000000 500.000000 2 $$ This is disabled in the factory bin. If a code 18 is set, the faulty injector number isn't recorded. This appears to set an error code with the number of the failed injector. It is not very well tested. Why it is disabled in the factory bin and missing from any service manual chart is unclear, so use at your own risk. 0x02 This is disabled in the factory bin. If a code 18 is set, the faulty injector number isn't recorded. This appears to set an error code with the number of the failed injector. It is not very well tested. Why it is disabled in the factory bin and missing from any service manual chart is unclear, so use at your own risk. 0x01 This is disabled in the factory bin. If a code 18 is set, the faulty injector number isn't recorded. This appears to set an error code with the number of the failed injector. It is not very well tested. Why it is disabled in the factory bin and missing from any service manual chart is unclear, so use at your own risk. 0x80 This is disabled in the factory bin. If a code 18 is set, the faulty injector number isn't recorded. This appears to set an error code with the number of the failed injector. It is not very well tested. Why it is disabled in the factory bin and missing from any service manual chart is unclear, so use at your own risk. 0x40 This is disabled in the factory bin. If a code 18 is set, the faulty injector number isn't recorded. This appears to set an error code with the number of the failed injector. It is not very well tested. Why it is disabled in the factory bin and missing from any service manual chart is unclear, so use at your own risk. 0x20 This is disabled in the factory bin. If a code 18 is set, the faulty injector number isn't recorded. This appears to set an error code with the number of the failed injector. It is not very well tested. Why it is disabled in the factory bin and missing from any service manual chart is unclear, so use at your own risk. 0x10 This is disabled in the factory bin. If a code 18 is set, the faulty injector number isn't recorded. This appears to set an error code with the number of the failed injector. It is not very well tested. Why it is disabled in the factory bin and missing from any service manual chart is unclear, so use at your own risk. 0x08 This is disabled in the factory bin. If a code 18 is set, the faulty injector number isn't recorded. This appears to set an error code with the number of the failed injector. It is not very well tested. Why it is disabled in the factory bin and missing from any service manual chart is unclear, so use at your own risk. 0x04 This defines the coolant temperature boundaries used between the three cells for "Closed Loop Delay Timer" Deg C 2 4 0 0 $$ Deg C 1 0 0 $$ 2 -40.000000 150.000000 1 $$ When the coolant temperature is high enough, the engine will run very rich to cool itself to safety. This is the AFR target for the overheat enrich routine. It uses the open loop fueling table, but enforces this AFR as a minimum. AFR 25.400000 0 0 $$ The delay before the overhead enrichment routine is enabled. It would be a good idea to keep this reasonably high, to avoid anomalies in coolant temperature from activiating the routine. Seconds 50.000000 0 0 $$ Above this temperature, the car enters open loop and engages in a special fueling routine to attempt to save itself. Deg C 150.000000 -40.000000 0 0 $$ Below this temperature, the overheat enrichment routine is considered successful, and regular operation is resumed. Deg C 150.000000 -40.000000 0 0 $$ This is used for a routine that can update the base barometric pressure while the engine is running. The pressure is updated before the car is started as well. I believe placing it out of range would be an advantage while running boost. 2 0 6375.000000 0 0 $$ Y-Body (corvette) instrument panels have some sort of estimated fuel economy instrument. This appears to be used for a function that reports to that instrument, and should be changed if the injector constant is changed. 7.980000 0 0 $$ msec 10000.000000 0 0 $$ The O2 signal goes through a filtering stage, and this table controls the strength/speed of that filtering. This is not fully understood. The table rows are against the O2 Airflow Reference Table, not real airflow from the MAF. Special thanks RobertISaar for his work in discovering this parameter. Bank 2 4 0 0 $$ CL Mode 5 2 0 0 $$ coefficent 3 0.000000 2.000000 1 $$ CORRCL is a mode that acts more quickly than INT and BLM (s-term and l-term) to make very instant corrections to the mixture. This is similar to the 'prop' settings known in some older calibrations. This airflow table used to scale the O2 mV error table, so CORRCL can scale according to both O2 and airflow. The table rows are against the O2 Airflow Reference Table, not real airflow from the MAF. Special thanks RobertISaar for his work in discovering this parameter. Counts 1 0 0 $$ CL Mode 5 2 0 0 $$ Counts 2 0.000000 255.000000 2 $$ This is the base integrator (s-term trim) delay, which is to account for the fact that when a change is made to the mixture in closed loop, it takes a certain amount of time for the physical exhaust gasses to reach the sensor. Raising these values seems to be a good idea when relocating the sensor, as well as when modifications that reduce exhaust gas velocity are made. These percentages are combined with the O2 INT Delay - Airflow Base before being used Special thanks RobertISaar for his work in discovering this parameter. Multiplier 1 0 0 $$ Error Count 12 2 0 0 $$ Multiplier 3 0.000000 2.000000 1 $$ CORRCL is a mode that acts more quickly than INT and BLM (s-term and l-term) to make very instant corrections to the mixture. This is similar to the 'prop' settings known in some older calibrations. This table is scaled with the Airflow % table, so CORRCL can scale according to both O2 and airflow. After this calculation is done, the value determined will be added or subtracted from INT value before injector pulse width is calculated. Special thanks RobertISaar for his work in discovering this parameter. Multi. 1 0 97 $$ Error Count 12 2 0 0 $$ Multi 3 0.000000 2.000000 1 $$ Stoich AFR Target *READ NOTES* Prime constant for closed loop fueling calculation. ** ALL 4 VALUES IN THIS TABLE MUST BE SET THE SAME, OR YOUR ECM WILL EXPLODE IN A FIREBALL OF CONFUSION!!!! ** To determine a stoich AFR for an ethanol blended fuel: ( -0.057 * BLEND PERCENTAGE ) + 14.7 For example, 85% ethanol would be (-0.057*85)+14.7 = (-4.845)+14.7 = stoich 9.855 AFR 2 0 0 $$ AFR 2 0 0 $$ This overwrites your MAF table with the factory MAF calibration for an F-Body. This overwrites your MAF table with the factory MAF calibration for an F-Body. Reset to stock O2 calibration for F-Body. Reset to stock O2 Calibration values for a Y-Body Setting this enables all the 4L60E control stuff. This is for electronic transmission control similar to a 4L60E only, standalone swaps with cable driven transmissions should unset this bit. Enabling this bit enables all error checking, shift routines, extra idle and rev limit tables that are associated with the 4L60E transmission. DISABLING this bit will enable the reverse lockout and CAGS (skip shift) routines for a manual transmission. 0x40 0x40 0x10 1=ILEGAL PRNDL SWITCH ERROR 0x80 0x08 0x20 0x04 0x02 0x80 0x02 0x01 0x08 0x10 0x80 0x01 0x40 0x80 0x04 0x01 0x08 0x01 0x80 0x20 0x04 0x02 0x01 26B5-26D4 0 0 $$ 26b5-26d4 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ BPW 0 0 $$ related to min inj pulse width BPW 0 0 $$ 0 0 $$ 0 0 $$ TPS% 0 0 $$ 0 0 $$ THRESHOLD FOR DIFF CALC FOR BYTE_FE 0 0 $$ Byte_C2 is base fuel mass with transient correction mg 625.000000 0 90 $$ byte_fd Multi 3 2.000000 0 97 $$ 0 0 $$ 0 0 $$ 0 0 $$ kPa 5 2 27 19 $$ Deg. C 15 2 13 15 $$ SECONDS 2 0.010000 2.550000 1 $$ bpw related, linear, code 66DC on E side. vs Cylinder time/DegK Multi. 1 4 0 97 $$ Fractional Ratio 256 4 0 0 $$ Multi. 3 0.003900 1.000000 1 $$ related to 126ed unknown fuel-2 transient fuel related Multi. 1 0 97 $$ Integer Ratio 5 0 0 $$ Multi 3 0.000000 1.000000 1 $$ kPa 5 2 27 19 $$ Deg. C 15 2 13 15 $$ factor 3 0.000000 1.000000 1 $$ make some corr to calc final airflow and store result to word_120 vector loop 03 related mg 1 0 0 $$ gm/sec 17 2 25 11 $$ mg 1 0.000000 104.400002 1 $$ SUBSTRACT TO DFCO Enable - Min Rpm If DFCO ACTIVE Rpm 0 0 $$ ADDER TO DFCO - Max MAP IF DFCO ACTIVE Kpa 0 0 $$ TIMER TO DFCO IF CAT PROTECT 1 A delay that is introduced before DFCO is enabled, to prevent false enables. Sec 0 0 $$ VS MPH DFCO IF Kpa 0 0 $$ ADDER TO TPS ,TABLE IF DFCO SPARK FF 0 0 $$ 0 0 $$ % 0 0 $$ 16 2 0 0 $$ 1 0 0 $$ 0 0.000000 255.000000 4 $$ 2 0 0 $$ 2 0 0 $$ MPH, TPS, MAP, COOLANT temp Used when byte 35 b8 set 1 0 0 $$ 4 4 0 0 $$ 2 0.000000 255.000000 1 $$ $$ MPH, TPS, MAP, COOLANT Used when byte 35 b8 not set 1 0 0 $$ 4 4 0 0 $$ 2 0.000000 255.000000 1 $$ -coolant 14.7 - [(Coolant - 28df) * 28e0] = Overheat AFR if lower than (28e1-Overheat afr value) Above this temperature, the car enters open loop and engages in a special fueling routine to attempt to save itself. 0 0 $$ 0 0 $$ NEGATIVE CORR TO MIN MAP FOR PE ACTIVE IF PE ACTIVE 0 0 $$ NEGATIVE CORR TO TABLE1&2 IF CAT PROTECT ACTIVE NEG CORR TO TPS ENABLE result from table PE IF CAT PROTECT ACTIVE 0 0 $$ NEGATIVE CORR TO TABLE1&2 IF PE ACTIVE NEG CORR TO TPS ENABLE result from table PE IF PE ACTIVE 0 0 $$ Deg C 0 0 $$ gm/sec 1 4 0 0 $$ 9 0 0 $$ 2 0.000000 255.000000 1 $$ AFR ADDER FOR CAT PROTECT CALC vs AFR LOOKUP TABLE AFR 1 0 0 $$ 7 0 0 $$ 2 0.000000 255.000000 1 $$ AFR LOOKUP VS CAT PROTECT RPM*25 VS AIRFLOW MAX $80 9 0 0 $$ 9 0 0 $$ 2 0.000000 22.000000 1 $$ ? 1 4 0 0 $$ ? 17 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ VS COOLANT ? 1 4 0 0 $$ Deg. C 17 4 0 0 $$ 2 0.000000 255.000000 1 $$ FOR using AFR ADDER from reset table 2b2e VS USING afr adder table 2b3d when timer expire Initial Startup AFR Enrichment sec 1 4 0 0 $$ Deg. C 15 4 0 0 $$ 2 0.000000 255.000000 2 $$ extended timer ADDER TO 12B1F before timer expire sec 1 4 0 0 $$ Deg. C 15 4 0 0 $$ 1 0.000000 255.000000 2 $$ afr adder when timer expire vs coolant Multi. 1 4 0 0 $$ Deg. C 15 4 0 0 $$ 2 0.000000 2.000000 1 $$ SPEED DENSITY RELATED http://www.thirdgen.org/forums/diy-prom/265869-mat-pw-compensation-8d.html http://www.thirdgen.org/forums/diy-prom/734671-how-did-gm-make.html http://www.impalassforum.com/vBulletin/showthread.php?t=1199897 difference between coolant temp and intake air temp (Coolant - Intake temp)* 2dbc value + intake= byte_fa 2dbc loaded value calc from AIrflow and coolant temp filtered byte_fa result word_1a9 Counts 1 4 0 0 $$ Deg. C 17 4 0 0 $$ 2 0.000000 255.000000 2 $$ Related to 12dab table. Speed Density related http://www.thirdgen.org/forums/diy-prom/265869-mat-pw-compensation-8d.html http://www.thirdgen.org/forums/diy-prom/734671-how-did-gm-make.html http://www.thirdgen.org/forums/tpi/658460-iat-relocate-works.html http://www.thirdgen.org/forums/diy-prom/703168-possible-data-trace-mat.html IAT VS AIRFLOW and COOLANT TEMP Mutiplier 1 0 0 $$ gm/sec 17 2 0 0 $$ 3 0.000000 2.000000 1 $$ Mid baro corr table for VE TABLES result byte_f9 Multi 1 0 0 $$ kpa 5 4 0 0 $$ 2 0.000000 2.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 $$ 0 0 $$ 1x16 loaded if RPM > 26dc 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ Multi. 1 16.000000 0 0 $$ Deg Spk btdc 1 0 0 $$ Deg. C 17 4 0 0 $$ 1 0.000000 16.000000 2 $$ 0 0 $$ 0 0 $$ is used to calculate Overheat AFR When the coolant temperature is high enough, the engine will run very rich to cool itself to safety. This is a AFR target for the overheat enrich routine. It uses the open loop fueling table, but enforces this AFR as a maximum. The formula is (Byte_40D2=14.7) - [(Coolant - byte_28df) * byte_28e0] = Overheat AFR if lower than (byte_28e1=Overheat afr value) To determine a stoich AFR for an ethanol blended fuel: ( -0.057 * BLEND PERCENTAGE ) + 14.7 For example, 85% ethanol would be (-0.057*85)+14.7 = (-4.845)+14.7 = stoich 9.855 AFR 0 0 $$ This is the air fuel ratio that is modified by the AFR corrections in power enrichment. Don't modify this unless you really know what you're doing. AFR 0 0 $$ 0 0 $$ 0 0 $$ Rpm 0 0 $$ Rpm 0 0 $$ Rpm 0 0 $$ RPM 2 1 8000.000000 0 0 $$ RPM 2 1 8000.000000 0 0 $$ Rpm 0 0 $$ Rpm 0 0 $$ 0 0 $$ Rpm 0 0 $$ 16 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ 16 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 1 $$ Thanks to EagleMark for his advice, motivation, and for his work in keeping the crazies that use these old machines together on the internets. 0x01 Thanks to Robert for his exellent advice and contributions across the board, especially concerning much of the research that created the XDF that this one was based on, and the oxygen sensor configuration routines related to integrator delays and CORRCL. 0x01 kur4o from gearhead-efi.com for E and T side map.txt http://www.gearhead-efi.com/Fuel-Injection/showthread.php?2890-EE-dissection aldl patches and zero tps patch http://www.gearhead-efi.com/Fuel-Injection/showthread.php?5029-The-ultimate-LT1-EE 0x01 big thanks for the work done on the $ee pcm including eehack! 0x01 for still supporting this platform and for anwsering all the ?'s ive asked A good portion of the naming came from tunercat obd2 vdf version AQ 0x01 for answering ?'s for me 0x01 Props to http://www.gearhead-efi.com/ for keeping the antique ecm scene alive, especially after the death of the monodax forums. 0x01 0x01 17 2 0 0 $$ 1 2 0 0 $$ 0 0.000000 255.000000 4 $$ 17 4 0 0 $$ 1 0 0 $$ 2 0.000000 255.000000 4 $$ +11 BYTES 16 4 0 0 $$ 69 0 0 $$ 2 0.000000 255.000000 3 $$ +5 BYTES 0400-0411 tunercats speed calculator CHECK BYTES T-SIDE 16 4 0 0 $$ 171 0 0 $$ 2 0.000000 255.000000 3 $$ +14 BYTES 16 4 0 0 $$ 274 0 0 $$ 2 0.000000 255.000000 3 $$ +11 BYTES 16 4 0 0 $$ 69 0 0 $$ 2 0.000000 255.000000 3 $$ 16 4 0 0 $$ 171 0 0 $$ 2 0.000000 255.000000 1 $$ +13 BYTES 16 4 0 0 $$ 274 0 0 $$ 2 0.000000 255.000000 3 $$ (tunercats for "notes" section) 32 0 0 $$ 32 0 0 $$ 2 0.000000 255.000000 4 $$ 1 0 0 $$ 4 0 0 $$ 2 0.000000 255.000000 3 $$ It duplicates conditions for entering cell 16. If all conditions met it goes to open loop. This patch depends on CCP functionality in the part of selecting blm cells. If, BLM min ccpDC% enable byte_2626 is changed it might not work as expected. works for all transmission Goes to open loop only when conditions for cell 16 met. IF CHANGING PATCHES ALWAYS USE CLEAR ALL ZERO TPS PATCHES BETWEEN CHANGES for forced OPEN LOOP APPLY GROUND ON PIN B23 below this map will be in closed loop edit only if patch applied 0 0 $$ above this MPH will be in closed loop edit only if patch applied 2 0 0 $$ edit only if patch applied available values AUTO ONLY 01 =1st gear only 02 =2nd gear only 04 =3rd gear only 08 =4th gear only 03 = 1st+2nd only 07 = 1st+2nd+3rd only 0F = all gears 3 0 0 $$ for forced OPEN LOOP APPLY GROUND ON PIN B23 2 0 0 $$ 2 0 0 $$ FORCED FULL OL PATCH REMOVE restores factory defaults I make no guarantee as to the accuracy of this definition or any definition created by or modified by me. Use at your own risk! If you break your vehicle, fail emissions testing, or etc…, the fault is yours and no one else's. 0 0 $$ Lets you switch from Maf to Speed density Modes realtime. It add some interesting stuff to ALDL datastream too. Limitation sd enable bit won`t work. You will lose egr dc% display, byte_e trans error display and some other data that`s not use anyway. Lets you switch from Speed density to Maf Modes realtime. It add some interesting stuff to ALDL datastream too. AIRFLOW MAF CELL VE% Limitation sd enable bit won`t work. You will lose egr dc% display, byte_e trans error display and some other data that`s not use anyway. Instalation is same as the other SD patches. Make sure you follow instruction exactly as written. Apply only if use cyltrimCorr and deltaVe and EndofInj patches. !!!MANDATORY!!! apply if you want to use delta ve and end of inj only. !!!MANDATORY!!! Enables realtime control of VE. It allows you to change calculated Volumetric efficency by +-5% Allows you to fine tune end of injection time. Stock warm f-body is 180 degrees ATDC, y-b-body 270* Stock values for ls1 injectors part number 12554271 at 4 bar DISCONNECT VACUUM from Fuel Pressure Regulator to convert from 4 to 3 bar multiply whole table by 0.86602540378 other useful information resolution ee 1= 0.00488 gm/sec 1=0.0387 lb/hour ls1 1= 0.00781 gm/sec 1=0.0620 lb/hour [ee conversion] 0.038743*x=lb/hour 24.912=0283 2e4=28.708 0.004881535903583*x=gm/sec 3.1388=0191 [ls1conversion] 0.0078125 * x =gm/sec 0.06200501125*x=lb/hour [GENERAL CONVERSION] gm/sec*7.93664144=lbs/hour lb/hour *0.125997881=gr/sec vacuum 17 2 72 17 $$ volts 17 4 66 32 $$ ms 1 0.000000 255.000000 1 $$ BPW{usec} 1 4 0 0 $$ Adder{usec} 60 4 51 85 $$ 2 0.000000 255.000000 1 $$ 1 0 0 $$ 49 0 0 $$ 4 0.000000 255.000000 1 $$ 1 0 0 $$ 17 0 0 $$ 2 0.000000 255.000000 1 $$ 0 0 $$ 0 0 $$ 0 0 0 $$ 0 0 0 $$ 1 0 0 $$ 16 0 0 $$ 2 0.000000 255.000000 3 $$ Improved version blm cell 16 enabled with mph threshold and forced OL when ground is applied to pin B23 Change MPH threshold only if patch is applied or the pCM will be toasted configure when patch is applied. Recommended setting is 5-7 mph 0 0 $$