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Is there a commented disassembly of 12P someone can share?

I find most of the VE/spark tables useless up to 9600 RPM and want to increase resolution in the part throttle load areas and add spark cut rev limiter as well. It would be nice to have a commented disassembly to refer to so I can make more favorable changes to the calibration.

Sorry about posting in multiple forums, this site doesn't seem to be very busy anymore. Thanks

Good way to make friends with admin around here

This is a small forum and patience is a virtue. 12p code was developed by one of the forum founders and atm he's not very active online. Such is life unfortunately. 12p is a helluva lot better than the original OEM code it's based off and beggars can't be choosers when it comes to free stuff.

12P has all you need defined in the XDF's, if you can't make it work from that then i'd suggest you have other issues with your engine.

immortality wrote:Good way to make friends with admin around here

This is a small forum and patience is a virtue. 12p code was developed by one of the forum founders and atm he's not very active online. Such is life unfortunately. 12p is a helluva lot better than the original OEM code it's based off and beggars can't be choosers when it comes to free stuff.

At this point in time im all out of options before I switch up to something that has full tuneability for my application. Last ditch effort I guess. I'm hoping for a commented disassembly so I don't have to worry about a dead forum anymore. Code 59 forums are gone and have been inactive for years now, and I don't see this one getting any busier. Shame that social media killed alot of the forums I used to visit daily.

Holden202T wrote:12P has all you need defined in the XDF's, if you can't make it work from that then i'd suggest you have other issues with your engine.

I use this calibration on my daily driver that regularly sees low RPM part throttle conditions between 50-60kpa. The resolution of the VE table goes in increments of 10 until 60 kpa and then by 5kpa increments. This causes a nasty split in fuel delivery between 40-60 kpa that results in lean spikes and terrible bucking. It's not just as simple as blending the cells in those areas and always ends up a really rich or really lean.

I also run WMI which means the soft touch rev limiter is worthless.

I have a rather heavy foot but I also have to drive on a military base daily and don't need the RPMs in the table.

There is nothing wrong with the engine, I had it running fine at part throttle using code 58 and 59.

You can't add spark cut vl400 tried he wrote the code and will be the only one with a full commented disassembly. the hardware wouldn't allow it 11p has a spark cut cause it has a separate chip for ignition control. We tried doing what the guys in the us a do by setting dwell to nothing to work the spark cut doesn't work.it should be tunable fine with the map spacing you have but if your injector deadtimes are wrong could cause you issues .its factory spacing from the factory tune it was modified from its closer spacing than a lot of aftermarket ecus lol

Also its setup to use a hot AIT sensor in an inlet runner close to the head or the catfac table will need retuned to correct the fuel model even a cam change with more reversion in the port over the sensor will require a bit of tweaking of the table

It's a '165 ECM and spark cut has already been done.

https://www.thirdgen.org/forums/diy-pro ... -look.html

delcowizzid wrote:Also its setup to use a hot AIT sensor in an inlet runner close to the head or the catfac table will need retuned to correct the fuel model even a cam change with more reversion in the port over the sensor will require a bit of tweaking of the table

IAT is in the plenum, and I have the inverse table dialed in pretty close already. This has nothing to do with that, it is a resolution issue. As I stated, 10kpa to 5kpa increments and right in the middle of that transition is a nasty split in the interpolation. I need to make the resolution consistent there.

I need to add.....you can't adjust the dwell with a GM ICM unless it is a Buick C3 or 660 V6 ICM. I'm using a 7 pin distributor ICM and dwell is controlled within the ICM circuitry.

The spark cut patch I have hold the EST signal high effectively causing the coil to misfire. It's been done with 58/59, 6E/32b, AUJP, etc.