RobertISaar Posted August 27, 2009 Report Posted August 27, 2009 getting a 2E BIN: find any 2E car, pull the PROM out, have anyone with an PROM reader pull the BIN off of it. simple enough. ben has admitted he's not very familiar with MAF setups, and i know how it is because i'm just as clueless to MAF as he is, if not more. with someone that is an MAF expert, preferably with OBD1 setups as well, these ARE tuneable. i've done 99% of the work, if someone else who knows what they're doing will do the remaining 1%, then these PCMs are just as tuneable as any other. Quote
CSI_MuNkY Posted August 27, 2009 Report Posted August 27, 2009 getting a 2E BIN: find any 2E car, pull the PROM out, have anyone with an PROM reader pull the BIN off of it. simple enough. If its so easy why hasn't anyone else done it? And do the people Moates, TunerCAT, or TunerPRO know how to tune MAF cars? Jamie Quote
RobertISaar Posted August 27, 2009 Report Posted August 27, 2009 it has been done, but no one has uploaded any to the internet. same thing i had to do for my AWMJ(92 3.4 automatic) and ATSN(90 3.1 automatic) BINs in the MC and GP. common, but no one has uploaded them. the hack was made using BKLL, so thats about the only 2E BIN i can think of at the moment. i'll look for more in a minute. as far as moates/TC/TP: i wouldn't know, they're not a tuning company, they just make the hardware and software possible to tune vehicles. Mark Mansur(the solitary person that wrote TP) would probably know since he has a MAF setup on his F-body. but i try not to bother him too much since he's working on getting V5 of TP released... Quote
RobertISaar Posted August 27, 2009 Report Posted August 27, 2009 BKLK, BKLJ, BHZW, BFRS, BCFD, BPCJ, BPCK, BKLL, BSBH, BZPZ those are all of the 2E BINs that i know of. there might be more, but all of those ARE 2E BINs... Quote
Galaxie500XL Posted August 27, 2009 Author Report Posted August 27, 2009 So, for the purposes of the original question I asked...For not a lot of money, I can at least have a scantool running on a laptop that gives me more information than my old Actron. Is it possible using that setup to manually trigger individual components for testing purposes? For example, I've had a P0740 issue, the FSM calls for using a Tech1 tool to command the solenoid to activate, and using a stethescope (engine off), listen for the "click"...is this possible with the cable/softwaare you've described? it has been done, but no one has uploaded any to the internet. same thing i had to do for my AWMJ(92 3.4 automatic) and ATSN(90 3.1 automatic) BINs in the MC and GP. common, but no one has uploaded them. the hack was made using BKLL, so thats about the only 2E BIN i can think of at the moment. i'll look for more in a minute. as far as moates/TC/TP: i wouldn't know, they're not a tuning company, they just make the hardware and software possible to tune vehicles. Mark Mansur(the solitary person that wrote TP) would probably know since he has a MAF setup on his F-body. but i try not to bother him too much since he's working on getting V5 of TP released... Quote
RobertISaar Posted August 27, 2009 Report Posted August 27, 2009 possible? yes. has it been done? yes by me? no do i have even a vague idea of how to do it? yes what you're describing is the diagnostics mode, which TP CAN initiate, but i odn't know of any documention on it. the way it was done before was that someone got ahold of a tech1 or 2 and intercepted the signal that came out when they sent out a command, recorded it and then repeated it using TP... the same process could be done to learn how to flash the PCMs in 94-95 vehciles that use flash PROM. Quote
RobertISaar Posted August 27, 2009 Report Posted August 27, 2009 in a twist of irony, TC actually has stuff for 2E, and their feature list can be seen on their site. i'm not sure if they have more or less than i do, but i'll be comparing soon EDIT: here is the list of things TC has in their definition that i don't: AIR Pump Option (X = Present) Reset Intergrator on A.E. (X = Enabled) Maximum Spark Advance Maximum Spark Retard Max Knock Retard (Not In Power Enrich.) Max Spark Retard (In Power Enrich.) Closed Loop Timer Cold/Warm Threshold Cold Closed Loop Enable Timer Warm Closed Loop Enable Timer Hot Open Loop Enable Coolant Temp. Hot Open Loop Disable Coolant Temp. Power Enrich Enable Delay Decel Enlean Enable Negative Delta TPS DFCO Enable RPM Threshold DFCO Disable RPM Threshold DFCO Disable Neg. RPM Change Threshold DFCO Disable Upper TPS Threshold DFCO Disable Lower Speed Threshold IAC Motor Park Position IAC Steps Added For P/N-Drive (A/C Off) IAC Steps Added For P/N-Drive (A/C On) Throttle Follower Enable %TPS Threshold Throttle Follower Clear Neg Airflow Err A/C Disable Engine Speed A/C Re-Enable Engine Speed CAT Protect Mode Enable Coolant Temp. Min. Air Temp To Enable A.I.R. Max. Air Temp To Enable A.I.R. Min. Coolant Temp To Enable A.I.R. Max. Coolant Temp To Enable A.I.R. Torque Management Enable RPM Normal Kickdown Mode %TPS Enable Thresh. Normal Kickdown Mode %TPS Disable Thresh Hot Kickdown Mode %TPS Enable Thresh. Hot Kickdown Mode %TPS Disable Thresh Positive Delta TPS TCC Unlock Threshold Negative Delta TPS TCC Unlock Threshold TCC Delay Before Lock TCC Release Rate, Pos. Delta TPS Unlock TCC Initial Apply Duty Cycle TCC Initial Release Duty Cycle ECM Switch Table ECM Constant Table Spark Retard Vs. RPM Vs. Excess Torque Knock Retard Attack Rate Vs. RPM Knock Retard Recovery Rate Vs. RPM Fuel Cutoff/Resume Vehicle Speeds (MPH) Vs. Gear Fuel Cutoff / Resume RPM Limits Vs. Gear Crank Fuel Pulse Width Vs. Coolant Temp. Crank Fuel Pulse Width Multiplier Vs. % TPS Crank Fuel Enleanment Multiplier Vs. RPM Crank Fuel BPW % Enleanment Vs. Load DTPS Accel. Enrich. Mult. Vs. Cool. Temp. In Drive DTPS Accel. Enrich. Mult. Vs. Cool. Temp. In P/N Delta TPS Accel. Enrich. Mult. Vs. Vehicle Speed Delta TPS Decel Enlean Factor Vs. Delta TPS Delta TPS Decel Enlean Factor Vs. Ref. Pulses IAC Motor Park Position Vs. Load Idle Speed Offset for A/C Vs. MAT Command Air Flow Vs. RPM Vs. Gear Throttle Follower Gain Vs. Vehicle Speed Max Throttle Follower Steps Vs. Vehicle Speed EGR Actuator Position (%Stroke) Vs. RPM Vs. Load Normal Mode MPH Shift Points Vs. % TPS Sport Mode MPH Shift Points Vs. % TPS Cruise Mode MPH Shift Points Vs. % TPS Hot Mode MPH Shift Points Vs. % TPS Normal Kickdown RPM Shift Points Hot Kickdown RPM Shift Points Maximum Turbine Torque Vs. RPM, 1 -> 2 Upshift Maximum Turbine Torque Vs. RPM, 2 -> 3 Upshift Maximum Turbine Torque Vs. RPM, 3 -> 4 Upshift TCC Lock Speed Vs. % TPS, Normal Mode, 3rd Gear TCC Lock Speed Vs. % TPS, Cruise Mode, 3rd Gear TCC Lock Speed Vs. % TPS, Normal Mode, 4th Gear TCC Lock Speed Vs. % TPS, Cruise Mode, 4th Gear TCC Unlock Speed Vs. % TPS, Normal Mode, 3rd Gear TCC Unlock Speed Vs. % TPS, Cruise Mode, 3rd Gear TCC Unlock Speed Vs. % TPS, Normal Mode, 4th Gear TCC Unlock Speed Vs. % TPS, Cruise Mode, 4th Gear TCC Lock Speed Vs. % TPS, Hot Mode, 3rd Gear TCC Lock Speed Vs. % TPS, Hot Mode, 4th Gear TCC Unlock Speed Vs. % TPS, Hot Mode, 3rd Gear TCC Unlock Speed Vs. % TPS, Hot Mode, 4th Gear TCC %D.C. Apply Rate Vs. %TPS Vs. Gear TCC %D.C. Release Rate Vs. %TPS Vs. Mode there were also quite a few things that i have that they don't. i'm not going to bother with that list since its a moot point. if it really bothered me, all it would take is $20 and maybe an hour and i would have everything they do and more. but i don't benefit from it at all since i don't have a 94-95 LQ1 car, nor do i want one, IMHO MAF = FTL. a lot of the things in there are somewhat pointless and i skipped over them since they really shouldn't be played with unless you know exectly what you're doing. i will admit i don't have ANY of the tranny/tcc tables that they have, due to a serious lack of documentation. i might be going over the hack again soon anyways and add stuff in. encouragement would help justify it. for being a single person in a DIY position, i think i've done fairly well against a company specializing in this area. Quote
RobertISaar Posted August 28, 2009 Report Posted August 28, 2009 i haz an update... after spending almost 6 hours reading up on how MAF setups work on TGO, i've come up with this conclusion: almost everything needed to tune fuel and spark is in the XDF i made. http://www.thirdgen.org/techboard/diy-prom/286432-maf-scalar-tables.html there are two ways to go about it: post #12. with a Wideband post #14 and without. Quote
mfewtrail Posted August 28, 2009 Report Posted August 28, 2009 So, for the purposes of the original question I asked...For not a lot of money, I can at least have a scantool running on a laptop that gives me more information than my old Actron. Is it possible using that setup to manually trigger individual components for testing purposes? For example, I've had a P0740 issue, the FSM calls for using a Tech1 tool to command the solenoid to activate, and using a stethescope (engine off), listen for the "click"...is this possible with the cable/softwaare you've described? Although I don't follow the DIY tuning scene much, I don't believe anyone has mentioned achieving bi-directional functionality w/ their tuning setups to test certain items like a Tech 1/Tech 2 scan tool can. I'm sure the "good" tuners probably can figure it out or have already if they've studied the way the factory scan tools communicate...but they're probably not sharing that information. Search around on craigslist, etc. and sometimes you come across decently priced Tech 1's. Quote
Galaxie500XL Posted August 28, 2009 Author Report Posted August 28, 2009 From the sounds of the conversation, that's good advice. I'm expecting a lot..mostly, because I prefer doing my own work, and as time goes on, that will be more and more difficult as parts and expertise become harder to find. So, for the purposes of the original question I asked...For not a lot of money, I can at least have a scantool running on a laptop that gives me more information than my old Actron. Is it possible using that setup to manually trigger individual components for testing purposes? For example, I've had a P0740 issue, the FSM calls for using a Tech1 tool to command the solenoid to activate, and using a stethescope (engine off), listen for the "click"...is this possible with the cable/softwaare you've described? Although I don't follow the DIY tuning scene much, I don't believe anyone has mentioned achieving bi-directional functionality w/ their tuning setups to test certain items like a Tech 1/Tech 2 scan tool can. I'm sure the "good" tuners probably can figure it out or have already if they've studied the way the factory scan tools communicate...but they're probably not sharing that information. Search around on craigslist, etc. and sometimes you come across decently priced Tech 1's. Quote
tornado_735 Posted August 31, 2009 Report Posted August 31, 2009 How much more power could you squeeze out of a 3100 with a tune like this? I am intrigued, simply because this is something formerly deemed impossible. Quote
RobertISaar Posted August 31, 2009 Report Posted August 31, 2009 How much more power could you squeeze out of a 3100 with a tune like this? I am intrigued, simply because this is something formerly deemed impossible. don't know, i don't have a dyno or the money to rent one... picking up fuel economy though, and i'm sure the ET drops as well due to being able to pick my own shift points and a better tune... but just from a tune alone, 5-10HP isn't impossible, and is very likely Quote
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