Flash

[Mechanic]

That looks great! Also very nice to have all the part numbers referenced so well.

I am sure that some type of limited production for our solder challenged users would be a nice idea if anyone were interested.

You may also want to include some notes for proper splicing technique on engine bay wiring, as moisture is a BIG culprit here. I am sure this differs greatly depending on preference, etc..

I have found the use of heat shrink tube alone to be inadequate for engine bay harness splicing, as "any" air gap can result in significant oxidation. A gapless seal is of particular importance where any splices to power (positive or ground) are made.

To address this issue, I use a product called "liquid electrical tape". Just enough to cover any exposed wire and the soldered splice entirely, followed promptly by a short section of heat shrink tube. This technique results in a gapless bond between the soldered connection and the shrink tube.

If you do not have any "liquid electrical tape" lying around, you can use gasket sealant, as long as it does not contain an acetic cure component. (The presence of acetic curing is obvious from its distinctive "vinegar" odor).
Permatex Blue and Ultra Copper would both be acceptable substitutes.

[Canada]

So, for those with flash type OBD-Is I assume are then picking up a FFP chip, yes?

Has anyone done anything like this with a 96-97? Switching to a 98+ and picking up ASE chips or a DHP reflash...

[bszopi]

As far as limited number of pigtails already available... I was planning on making it an option for an additional cost. There are a couple reasons for the additional costs. For the labor obviously, but also because I will actually have to pay for the PCB connectors from Power and Signal if I have to get more than 1 set. So there will be more costs right there (probably $20 or so more).

As far as the chips, I have talked to Michael some about it. I also want to talk to Ben about it some. If we could get a car to either of them to make a "standard" chip for this, then there is a good chance one would be available. To modify from the standard, the owner would need to get the PROM burner as well as editing software (most likely from Mechanic), and learn what they are doing when it comes to modding the chip.

Mick, if you have a means to do a standard chip or program, let me know. Perhaps we could work something out between all of us to be able to make this a package deal or something.

[Mechanic]

We are set up quite well on this end. We have our own equipment such as burners, emulators (inclucing the romulator) and even a PCM test bench that works "most" of the time.

Its a nice system for verifying code definitions, but the lack of a specific vehicle setup could prove to be a big issue with any new code development work.

I am sure that even this could be easily worked around.
All it woud really require is a few folks with a desire to do this PCM swap, who also have a bit of time and patience to do a few short scan runs of beta test code in its near finalized form.
Once the variance in the 4T60E's have been addressed, you should have some very good base binaries. These basic changes needed for a particualar trans application, could then be applied as a "patch" to any stock 3.1 $DF binary file.

If I can find a handful of used 3.1 V6 calpaks, and replace the eprom's with some Atmel EEPROM's I have laying around, we would have a convienient method of distributing the code for testing.
My current health situation does not permit me to peruse the local pick-n-pull yards much, so I would have to find a cheap alternative for obtaining a few V6 calpaks.

As far as software goes, thats not even a problem.
However, I think it would be a nice approach to provide enough flexibilty so that one could choose from other software alternatives if desired.

[SappySE107]

I could make a baseline chip no problem, I just need the car and the hardware setup to interface with it. If we could convert OBD2 to OBD1 memcal, I bet doug would consider letting me wire up his 96 beretta for testing. I have an MPFI fuel injector wiring harness here as well, just need the wiring from its 2 main connectors to the computer. I have already done a 3100 with cam and high compression...so I have an idea what it will take. Of course, it was a total PITA with the larger style intake manifolds and the throtle follower/iac code had to be changed a lot. The idle MAP reading was still higher than usual, due to 7 pounds at idle. A stock 3100 may be much different than what someone wanting to tune their car has. Learning to tune on something that modded isn't easy at all, so some more starter chips may be in order.

[bszopi]

Ok, I worked on the file somemore. I got all of the pin to pin listings done. Anyone care to verify them for me, especially the MAP ground! Lol... When I was doing this, I remembered 1 issue that I had and never resolved. That has to do with the P/N switch. IIRC, I just installed a toggle switch for when we were testing it all out. The 94+ PCM uses a strange P/N switch which basically determines a binary code for the tranny position.



The '9396 ECM only requires a simple switch for this, but perhaps there would be a way to make a ckt that could send the 1st gear and 4th gear switch info to the '9396 ECM? Something to look into...