Transfering Calibration from ABUT ['165] to OSE $12P Tables

[redcamaro]

That's really good info thank you delcowizzid

I had an idea while I was tinkering with the tune, and ended up installing 3 mini toggle switches on the dash as a first step. 1. is for diagnostic mode, 2. wired to VL400's NVRAM board map switch jumper, 3. to switch between Map A and Map B.

So now it's easy to access 4 usable calibrations on the fly. The NVRAM board jumper (switch) should let me run different code... i.e. $12p, and $8D

I want to put a MAP based Camaro tune onto the NVRAM (alongside $12P) from a 1227730 in the 91-92 models. Anyway, I think it's $8D code.

More info is here http://www.gearhead-efi.com/Fuel-Inject ... rmation-8D and here http://www.gearhead-efi.com/Fuel-Inject ... rmation-8D.

There's an enhanced version known as S_AUJP (Super_AUJP), it's for a 5.7 litre so I might have to change the calibrations a little?

Just checking how the wiring would work, ... and it looks to be the same except might need to bridge pins B7 and B11 for the ESC Knock Sensor signal?

[Holden202T]

make sure you don't switch that nvram board switch with the ignition on if you have it like that.

[redcamaro]

Yes I did read that it shouldn't be switched while it's hot if there are two different code types on the NVRAM module. What would happen if the hardware address space was switched with the ignition on?

I'm not sure of the address offset to write the $8D code, is there anything about writing $8D to NVRAM?

It's also a 32K bin so I wrote it at 0x8000, but the car wont start. At one point, I think it was when I flashed it to both 0x8000 and 0x0, I got a Trouble Code 51.

Should I double check the wiring, or is the address clearly wrong - maybe it should be at 0x0 offset on the chip?

[charlay86]

assuming a perfectly de-bounced switch, it would start reading from the other bank, at whatever the address that the program counter happened to be at.
could be half way through loading an instruction or calibration value, which would cause it to read the wrong value.
if it is loading an instruction there is a chance it will result in loading an invalid opcode and cause the processor to reset which would cause a bit of a hiccup while everything gets re-initialised.
if you're unlucky and the current opcodes happen to align you could end up somewhere in the code from the other software with completely invalid values in the ram and on the stack which would be a disaster!

[VL400]

Is the 1227730 hardware even the same as your '165 ECU? Before 12P existed we tried to get code 59 (http://www.code59.org) working on a '808 it didnt work.

[redcamaro]

I don't think so, but this guy http://www.eecis.udel.edu/~davis/z28/ecm_swap_730/ has both of them running.

If he can convert from a 1227165 to a 1227730 (or run them in parallel even) it might be possible to get my 1227808 to run code originally intended for a 1227730? Reading it again it seems that he is running '165 code on the '165, and '730 code on the '730.

I did stumble on a possible solution to my Knock Sensor problem though. It may require a 3.9K ohm resistor to bias the 100 K ohm signal http://www.eecis.udel.edu/~davis/z28/ec ... /165KS.txt?

I'm going to try and jumper pins A12 and B11 with a resistor.

Do you know if a 1227730 knock sensor works with OSE $12P, what signal is 12P looking for?

[Edit] It works, the resistor bridge fixed it....

[redcamaro]

Has anyone tried running OSE $12P on a 1227730, I have a spare one of those sitting around?

[Edit] BTW: Here's a pic of my '87 Camaro 1227808 ECU, with NVRAM, USB, OSE $12P, MAP Sensor

87 Camaro 1227808 ECU NVRAM USB OSE $12P MAP Sensor

1227808-ECU-NVRAM-USB.jpg (44.66 KiB) Viewed 4428 times

I tried running Super_AUJP ($8D code) and the car does start, but it won't run.

It stalls as soon as the throttle is opened, even slightly.

With no throttle at all it starts and then stops after a couple of seconds. That might be an A/F mixture thing, or do you reckon something else?

[redcamaro]

spark is easy goto 100 kpa colomn and add your typical chev WOT advance curve 800 rpm say 16-20 degrees ramp it up to 34-38 degrees all in by 3600-4000rpm in the 100kpa colomn and you will pretty much have a full msd dizzy mechanical advance curve and be close enough to make allright grunt off the bat at full throttle.goto the map colomn your engine cruises in say 40-50 kpa if theres a bit of cam and add 16 degrees timing to the 100kpa value at each rpm and enter that in the cruise map colomn this will give you the equivilent of the msd vacuam can at cruise on top of full throttle spark advance.taper the whole table from 50-100kp so it nicely slopes and that should be a good enough base spark table to fine tune from.

as for the ve table as long as you dont guess the injector constant its as easy as sit in the driveway for half an hour with your foot on the gas with bubble tracing on and and getting the bubble in as many cells as you can 1 by 1 and increasing or decreasing ve untill the engine sings youll hear it free up as you add fuel and youll need to keep lifting your foot further off the throttle to keep in the cell you are tuning.do this with closed loop disabled in the tune.full throttle set 100kpa colomn to all above 90% VE and lean out and richen where needed

I'm going to try this now. Now that I have no more Knock Sensor problem. Yippee

[Edit - when I've done it I'll post a short log] I get what you mean because I started to do it, but I don't think I did it right - messed it up.

Should the SA curve look something like this?

Spark Advance

redcamaro Spark Curve.GIF (30.99 KiB) Viewed 4424 times

[delcowizzid]

should be good enough to get you started and driving .then just get yourself a driver to cruise around in each cell and adjust spark advance for max vacuam 30-40kpa and minimum TPS which will be max torque timing.you can use the breaks to raise load into the higher map cells once you see a pattern emerging you should be able to wing adjoining cells