2 BAR MAP bin file needed for a fiero using Tunercat

[Guest]

I need a 2 BAR file for Tunercat to avoid using my experimental file that has a spark table that I scaled from the OE table in the 1 BAR chip. I would prefer to take a chance with one that someone is actually running in their vehicle than my untested version. It's for a turbocharged 3100 in a Pontiac Fiero. Please PM me if you can help.

Thanks

[Mars]

Auto / man?

[Joseph Upson]

It's a manual

[Mars]

http://www.domesticcrew.com/marvin/Cavalier/Chips/binary%20files/RyannewJune23.bin

That one will do it, I got some better boost ramp up, and the limiters changed, 160* stat change.

91-92 Jbody VSS.

[Joseph Upson]

Thanks a lot for the effort, unfortunately for me, I was unsuccessful at opening the file in Tunercat with any of the three definition files I have; 24, 24A, 24AT the latter for the 85 Fiero ecm being the bin file that I need although I could copy and paste between my definition files if necessary.

When I purchased the definition file for the 2 BAR MAP I didn't know initially that it had not been scaled so I definately need to find the happy medium since erroring on the safe side with two much retard will result in poor fuel economy.

Do you know what ECM the bin file supports?

[Mars]

I've never used Tunercat.

TunerPRO RT is the cats ass though, better than tunercat, and free.

ECM is the 7730 / 7727

I got the files, just LMK is you want them.

A guy on here also develloped a WIDEBAND ALDL logging definition that can identify and aquire wideband data through datalogs. I also have this datastream definition file, if you want it.

[Joseph Upson]

You better believe I want them, I would have said so earlier but I'm a little slow with abbreviations, took me a moment to hack "LMK" and figure out what it means. I actually have version 4.0 of TunerPro RT but have not installed it since I didn't know it would be of any use to me at the moment. I really appreciate the help and I'm quite surprised by the listlessness on Pennock's site given the number of individuals doing their own programming, none of which has come to my rescue.

I would be more than greatful for the data logging info for the wide band 02 sensor as I intend to be very cautious in tuning the 3500 once installed. I just spent a little time on turbo magazines site looking at some of the turbo vehicles and finding several with 9.5:1 compression ratio running double digit boost levels, so I certainly intend to push for at least 10 psi with the 9.8:1 compression I'll be dealing with.

I'm a student on a budget and did some searching and found a site with injector flow rates and applications to help me find a set of used injectors that will meet the demands the 3.4 DOHC that has 29.7Lb-hr injectors.

http://users.erols.com/srweiss/tableifc.htm#BOSCH

Thanks a lot for your help

[Mars]

[Joseph Upson]

Got it, and again thanks a lot for the help, you have put me in considerably good shape for the tuning process. I will be sure to share plans and procedures that I create during the 3500 install.

[Mars]

3500..?

One question :

External crank trigger OR are you going to swap the sensor ring on the crank?

[Joseph Upson]

That's right I forgot to mention I killed two birds with one stone, I was initially looking for a 2BAR bin for my current turbo 3100 with cast iron heads in my fiero since I found my 2 BAR MAP and have an 85 ecm to use it with, but more importantly I was needing a data logging program to help tune my 3500 when I install it. In the process of trying to help me you actually provided me with the programming tools I would need to tune the 3500 using the TGP ECM. I have a bin file for it in Tunercat but after comparing it to Tuner Pro RT I realized without question that Tuner Pro is not only much better but also more thorough, for example the fuel map is not scaled to a 2 BAR grid and only goes up to 4000 rpm in Tunercat compared to 6000 rpm on a 2 BAR grid in Tuner Pro.

When I stated I would share my accomplishments I was referring to whatever I decide to do to tackle the crank trigger issue, the engine is from a 05 G6 and has 7000 miles on it and I'm not about to disturb the internals for that reason to explore an internal 7x trigger unless I can find an OE crank trigger from another crank and take it and have a blank made and then notched with the 7X pattern. Since it is removable it may be a good idea to check with GM to see if I can buy one, otherwise I am considering having a 3.1L balancer lip notched with the 7x pattern or either a trigger wheel made for external attachment.

The stock balancer on the 3.5 is very compact and close to the block and the spokes are thin and angled and there is not enough of a lip on it to notch, it is not tapped for any attachments either. I have several ideas for an external trigger but I will not have the time to try and produce plans in the CAD program for them until mid to late April after my exam.

I am going to look into the possibility of purchasing a stock trigger wheel to explore the possibility of a compatible internal trigger.

One more thing, do you have plans for a ALDL cable to interface with Tuner Pro

[Joseph Upson]

I'm going to try my scaled spark table in the Fiero chip with a 2 BAR MAP sensor after all. I compared the TGP spark table against the Syclone/Typhoon spark table and the TGP table appears to be very mild. I'm assuming it's either the efficiency of the aluminum heads resulting in a faster burn rate or GM siding with caution in anticipation of severe abuse and bad gas coming together to potentially cause in warranty engine failures. The Fiero stock timing goes as high as 40 plus degrees and having a value 10 degrees or more lower in those areas using the TGP table will certainly send raw fuel out the pipes with my mileage, besides I already know just from what I have done with the 1 BAR tuning that I only need to reduce timing from WOT by a total of 6 degrees by the time boost reaches the 7 psi mark on the 2BAR table. One thing it will improve right away is the slight drop in power before boost sets in at WOT due to the 6 degrees reduced timing it encounters instantly as opposed to gradually on a 2BAR table.

[Joseph Upson]

I'm using Tunercat for this programming issue in a Fiero,

Tried the 2 BAR MAP with the 85 ecm and my scaled spark table, the engine runs but will not idle.
Compared to the 1 BAR programming the main fuel table values start at 20 Kpa, in the 2 BAR programming the main fuel table starts at 30 Kpa and has the same values that the 1 BAR chip has at 20 Kpa indicating that the values are lower than what they should be at idle in the 2 BAR chip.

The fuel table in the 2 BAR chip is apparently shifted to the right one column in order to make a 110 Kpa column I guess for boosted applications and apparently like the spark table was not scaled.
also in comparison to the 86 up 170 ecm the 85 programming lacks a closed throttle fuel table which I believe supports idle fueling to some extent.

I'm going to bump the idle end of the fuel table up to see if that resolves the problem. I would like to push the engine to higher boost levels before replacing it in the coming months to have an idea of what I can get away with. Currently it's limited to 7 psi, It's intercooled and has lowered compression being an aluminum head motor with cast iron heads on it, 15 psi should be doable without detonation woes.[/img]

[magdiv]

ECM definition $24a

You need the $24a definition. I can provide this definition for you if you like. E-mail me and I can send you the definition file if you like.

[Joseph Upson]

You need the $24a definition. I can provide this definition for you if you like. E-mail me and I can send you the definition file if you like.

You do realize you're nearly two years late with that info. Actually I was aware of that and have the 24A def, what I needed was a properly scaled 2 Bar bin. Just having the proper definition will not do because the spark table is the stock 1 Bar table super imposed over the 2 Bar table which means it is advanced off throttle over the entire table with about 17 degrees at 190 Kpa or nearly 14 psi which we know is way to much.

What it turns out the apparent problem was is a bad 2 Bar MAP sensor which is in use on my 3900 that I rescently discovered has a constant low reading at all throttle positions and is therefore the cause of the trouble I've had over both engines while attempting to tune. Thanks for the offer though.