NWSTP Forum
Username:
Password:
Save Password


Register
Forgot Password?
  Home   Forums   Events Calendar   NWSTP Admins   Guestbook   FAQ   RSS   Register
Active Topics | Active Polls | Resources | Members |   | Live Chat | Avatar Legend | Search | Statistics
[ Active Members: 0 | Anonymous Members: 0 | Guests: 3 ]  [ Total: 3 ]  [ Newest Member: ritaMarp ]
Live News Events Calendar Photo Album File Lister File Library
 Northwest Syclone Typhoon Posse
 PM Inbox
Please login to check your PM's
 NWSTP Navigation
 NWSTP 
   Forum
   Members
   Gatherings
   Top Secret
 TunerPro Files
   TunerPro RT 4.13 Released
(Updated 2/23/06)
   $58 ECM Def 2/3Bar v1.3
(For TunerPro 4.x) (10/7/07)
   $58 ALDL Def 2/3Bar v1.1
(For TunerPro 4.x) (10/7/07)
 SyTy Code 58 Tables

These are most of the important table locations in the chip. Many explanations are very simple, to keep everything basic here, and not confuse anyone TOO much. 

0x0000 PROMID Prom ID Code 
This is the prom ID that shows in a scan tool, it is a good idea to identify each program with the values here.  Number your programs, for identification if you are burning a multichip, or if you are logging runs and want to note which program ran best from a log...  

0x0008 KKPGMID Program ID 0x58 
This is the program ID, it identifies this software program (the code and all these tables are the software, you can run other software on our ECM).  SyTy code is 0x58.  Important note - our ECM does a check sum check.  This goes through the entire table section, adds up the bytes, and the resulting sum (the check sum) is checked against the checksum value in the chip. If it is the same - OK, all is good, if it does NOT match, boom, sets a code, bad prom.  Kind of like a parity check to make sure the data read is GOOD.  Setting the Program ID to AA disables this check. All of my programs are set to AA, otherwise I'd have to re-calculate a checksum for each program I modify.

0x0035 KKMASK1_M12 Malfunction Flag 12 Enabled
and more like this line above...
This section contains the Malfunction flags. If enabled, it will run the malfunction tests, to test for the improper running conditions and then display the check engine light. Disabled - no test, no check engine lights, no codes set.  The various malfunction logic thresholds and constants immediately follow this section

0x00AD KFANVSLK Fan Enable MPH Threshold (Lower) 0.0 MPH
0x00AE KFANCLTH Fan Enable Temp Threshold (Higher) 84.50 Deg. C
0x00AF KFANVSHK Fan Enable MPH Threshold (Higher) 0.0 MPH
0x00B0 KFANCLTL Fan Enable Temp Threshold (Lower) 84.5 Deg. C
0x00B1 KFANCTHL Hot Fan Enable Temp Threshold (Lower) 84.5 Deg. C
0x00B2 KFANCTHH Hot Fan Enable Temp Threshold (Higher) 84.5 Deg. C
0x00B3 KFANCTCL Cold Fan Enable Coolant Temp Threshold (Low) 84.5 Deg. C
0x00B4 KFANCTCH Cold Fan Enable Coolant Temp Threshold (High) 84.5 Deg. C
0x00B5 KFANMTCL Cold Fan Enable MAT Temp Threshold (Low) 45.5 Deg. C
0x00B6 KFANMTCH Cold Fan Enable MAT Temp Threshold (High) 45.5 Deg. C
This section is the fan controls, or as it is utilized in our application, the intercooler pump controls.  Read the document for the equations that govern IC pump controls; they aren't as simple as you'd think.  

Simply said - 

For adjusting fan turn on temps: use KFANCTHL and KFANCTHH.  These are the upper and lower temps for turn on threshold, and I have been using these to control my electric fans.

For anticipating the fan turn on and IAC step increase:  (truck may not like the extra load of electric fans, the anticipation via these 2 values can help that)

0x00BB  KFANTIM1    Fan On Delay After Conditions Met     0.1 Sec.
0x00B7  KFANDS1     Fan Anticipated Motor Position Offset     0 Steps

 

0x00DA KRSHNTHK TCC Road Speed Upper Lock Limit (3rd Gear) 32.2 MPH
0x00DB KRSHNTLK TCC Road Speed Lower Lock Limit (3rd Gear) 30.0 MPH
Past 32.2 mph, the TC locks; once it goes back below 30.0 mph, it will unlock, in 3rd gear.

0x00DC F42_TYPE (3rd Gear, Upper) Load Limit vs MPH 
Load Limit vs MPH
| 20 25 30 35 40 45 50 55 60 65 70 
---------------------------------------------------------------------------
(%) | 0.0 0.3 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.0


0x00E7 F43_TYPE (3rd Gear, Lower) Load Limit vs MPH 
Load Limit vs MPH
| 20 25 30 35 40 45 50 55 60 65 70 
---------------------------------------------------------------------------
(%) | 0x00 0x2E 0x2E 0x36 0x40 0x4F 0x5F 0x78 0x9A 0xC7 0xFF

These are values for TC unlocking in 3rd gear, based on throttle I believe.  I'm a bit unsure of these tables, as the document does not have the TC control logic in it.

0x00FA KRETARDM ESC Maximum Allowable Retard 12.66 Deg.
Maximum amount of knock retard that is possible; the most timing the computer can pull out.

The large section of shift light tables is NOT used in our application. That output is used for TC lockup.

 

0x0192 F1_TABLE Main Spark Advance 

This is a 3 bar timing table in Promgrammer.

This is one of the OEM 2 bar calibration timing tables.

From 30-100kpa is in vacuum - idle, cruise, part throttle load.
From 100-200kpa is 0 to 15psi of boost.  

0x0284 F2_TABLE Base Coolant Advance Correction 

This is the timing table versus vacuum and coolant temps.  You can see that the timing is scaled lower at cold temperatures & low vacuum, which would be your cold startup condition.  This helps an engine startup easier.  Also the timing is dropped slightly at very hot temperatures.

0x02D2 F3_TABLE Spark Advance Adjustment vs ADMAT1K 
Deg. vs Deg. C & kPa Boost

A 3 bar calibration.


From one of the OEM, stock GM calibrations.

This is a cool table. This table can help you avoid detonation in your truck.  You can scale boost versus manifold air temps and boost.   So let's say you have a street chip..  you don't want very high timing if the MAT temps are very hot...so you can scale the timing down here. You can also drop the timing down at higher boost levels here (as well as in the F1 main spark table).  Great table for using with alky, as you can add timing at the lower temps. Hit the alky, MAT temps drop, timing goes up a bit....


0x0311 F80_TABLE PE Contribution To Spark Advance - Deg. vs NTRPM
Deg.

When you go into PE mode (Power enrichment mode) any additional degrees of timing, from this table, is added into the spark advance.  PE mode is when you really stab it, have it floored etc etc.  There are a few parameters that govern WHEN PE mode is enabled, based on throttle percent, rate of throttle change, manifold pressure level... and whatnot.


0x031C F6_TABLE ESC Attack Rate vs RPM (NTRPMX) 
Deg/ms

When knock is detected, timing is pulled out at the above rate, versus the RPM shown above. So if you have knock detected at 4800 RPM, it will pull timing out at a rate of 0.36 degrees per millisecond.

0x0322 F7_TABLE ESC % Recovery Rate vs RPM (NTRPMX) 
%/Sec.

Once detonation is not sensed any longer, the timing recovers at the above percentage per second.  Notice how slow it is at higher RPM.

0x0334 KAFOPT3_3 Limit Boost During 1st Accel Enabled 
This will limit your boost to base boost the first time you accelerate. Disable it.

0x034A KCLTC Temp. Thresh. For C/L Determination 21.5 Deg. C
This is the coolant temp for closed loop operation.  Set this to maximum (151 deg C) and it will never reach that temperature, and will be full time open loop.  Highly recommended by me once you have the calibration dialed in fairly well, unless passing emission is a big deal for you. If you run a cat this may help clog it (FYI).

0x0355 KBLMMAX Max. Allowable BLM 1.17 Value
0x0356 KBLMMIN Min. Allowable BLM 0.82 Value

These limit the BLM values.  1.00 = 128 BLM.

0x0357 KCLOXTH O2 Sensor Rich-Lean Thresh. 0.500 Volts
Above or below whatever value is entered here will determine whether it is designated running rich or lean (for updating integrator). Leave it alone.

0x035A KCLITMI Closed Loop Min. Integrator Value 80 Units
0x035B KCLITMX Closed Loop Max. Integrator Value 218 Units

These are the integrator limits.

0x038A KFRPMLOW Hi RPM Fuel Cutoff Thresh. Lo Limit 4535 RPM
0x038C KFRPMHI Hi RPM Fuel Cutoff Thresh. Hi Limit 4714 RPM
Rev limiters.  Once you rev past 4714 rpm, fuel is cut, and will not be enabled until you go below 4535 rpm.

0x03A0 KFMPHLOW Lower MPH for Boost Disable 114.0 MPH
0x03A1 KFMPHHI      Upper MPH for Boost Disable 116.0 MPH
Top speed limiters, just boost limit versus mph.  Raise to high level to eliminate.

0x03A2 KWGMAPTM High Load Fuel Shutoff Time Threshold 1.50 Sec.
If you are overboosting, it will cut fuel 1.50 seconds (or whatever you enter here) after it detects that condition. Probably best to lower this value.

0x03A3 KWGMAPH MAP Threshold Enabling Fuel Shutoff 204.09 kPa
0x03A4 KWGMAPL MAP Threshold Disabling Fuel Shutoff 167.38 kPa
Overboost fuel cut levels.  These are the stock values, Bill has modified Promgrammer so that the readings are accurate if you are tooling with a 3 bar bin.

Various boost control thresholds/limits 

0x03A7 KGDCTIM1 Boost Red. Decrement Time Interval 1.0 Sec.
0x03A8 KGDCTIM2 Boost Red. Increment Time Interval 0.6 Sec.
0x03A9 KGDCTIM3 Delay Time to Start Boost Reduction 0.2 Sec.
0x03AA KGEKCENA Boost Reduction Retard Enable Threshold 7.91 Deg.
0x03AB KGEKCDIS Boost Reduction Retard Disable Threshold 6.15 Deg.
0x03AC KBSTDLT1 Desired Boost Pressure Reduction Delta 7.03 kPa
0x03AD KBSTDLT2 Desired Boost Pressure Reduction Delta 3.91 kPa
0x03AE KWGMPHL Brake Torque Vehicle Speed Threshold 0.0 MPH
0x03AF KGDCTIM6 Brake Torque Time Limit 0.3 Sec.
0x03B0 KGDCTIM7 Inhibit Overboost Time Threshold 100.0 Sec.
0x03B2 KWGCLTIM Time Threshold for Wastegate Closed Loop 0.4 Sec.
0x03B3 KCLBSTEH Close Loop Boost Mode Threshold 39.84 kPa
Set this value higher, and the wastegate duty cycle will remain at 100% longer - faster spool up, increased risk of spike at initial acceleration.

0x03B4 KCLBSTEL Close Loop Boost Mode Threshold 5.47 kPa
0x03B5 KBSTERDB Boost Error Deadband 3.13 kPa
0x03B6 KDCTIM8N Closed Loop Update, High Boost 0.2 Sec.
0x03B7 KDCTIM8P Closed Loop Update, Low Boost 0.2 Sec.
0x03B8 KDCSTEN Negative Step Adjustment to Wastegate DC 1.95 %
0x03B9 KDCSTEP Positive Step Adjustment to Wastegate DC 3.13 %
0x03BA KWGRPMEN Threshold for Closed Loop Turbo Boost 0 RPM
Set this value high, and the boost control will remain in open loop, using values from the F71 table as the wastegate duty cycle, best used versus MPH.  Can be a very effective way to control boost.

0x03BB KWGDRPMP Positive Delta RPM to Stepup Boost 300 RPM
0x03BC KWGDRPMN Negative Delta RPM to Stepup Boost 150 RPM
0x03BD KWGDTPS TPS Threshold to Stepup Boost 4.30 %
0x03BE KWGDCLOW Starting Boost Level 68.75 %

0x03C2 F70_TABLE Desired Boost Pressure Base vs NTRPMX and NTPSLD

This is the main boost table; desired boost versus throttle position and RPM.

0x03E7 F71_TABLE Initial Value Of WG Duty Cycle vs Throt. Pos. 

Stock chip (one of them) 2 bar calibration, versus TPS.
The system is closed loop, so it alters the wastegate duty cycle in order to achieve the desired boost from the F70 table. The F71 table is used to give a basis for the duty cycle.  It reverts to this at shifts (negative RPM deltas) etc, and if you scale it versus MPH (code hack that Dig has been making good use of) it can prevent boost spikes at shifts/TC lockup/downshifts. See the table versus MPH, in a 3 bar calibration below.

 0x040E F28_TABLE Base Pulse Const. vs Desired EGR 
Const

This is the closest thing we have to an injector constant in our chip.  This value is a direct fuel multiplier.  Multiply the values in this table by 1.5, your injector pulsewidths will be 1.5 times longer across the board.  When working with larger injectors, this should be the first table you rescale.

0x0422 F29_TABLE Base Pulse VE vs RPM And MAP 

This is the main Volumetric Efficiency fueling table, for open throttle conditions.  NOTE that it is ONLY in vacuum.  So once you are in boost, you will only be using the 100 kpa MAP line (furthest right).  Also note that the RPM only goes up to 4000. So how do you adjust fueling in boost? or past 4000 RPM?  Ok ok you guys...settle down....  it's coming up....

0x0476 F29E_TBLE Base Pulse VE vs RPM And MAP (Closed Throttle) 

This is the Volumetric Efficiency table at closed throttle. You use either F29 or F29E, based on throttle (open or closed). Comes down to that this is the idle fueling table, and the other table is for all other conditions.


0x04AD F30_TABLE Base Pulse VE vs RPM 

This is the 3rd and final VE table.  It is a one line table versus RPM only.  So the way the VE works is this.  The F30 table is used at all times, pulling a value based solely on RPM.  Then, the ECM sees if you are at open or closed throttle. Based on that, it will use a value from either the F29 or F29E table, then it will add that value to the one it derives from the F30 table. So the final VE term is from 2 components.  The F30 table value plus a value from the F29 or F29E table, depending on if at closed throttle or not.

0x04BF F31_TABLE Base Pulse Inverse Coolant Term vs Cooldeg 

Not used in our application, but COULD be utilized  :-)

0x04D1 F31M_TBLE Base Pulse Inverse Air Temp vs ADMAT (ACSP Senso

This is the air temperature fuel scaler.  It uses the MAT value for a lookup for a fueling term.  Notice that the stock calibration doesn't do much except at COLD temperatures. This is one reason our trucks like cold air so much... at hot air, the air density changes, but our fueling calibration does not take this into account, so you run a bit rich at hotter temps.


0x060D F77 Base Boost Multiplier vs MAP

This is a 2 bar chip table.

This is a 3 bar chip table.

F77 is used for changing the fueling at a certain boost level.  NOTE - if you change the first table entry (90 or 135 on the 3 bar) you will affect the entire fuel curve while doing anything in vacuum. I just learned this lesson on some 50lb/hr injector programs - the version 2 programs have been revised as this was an issue.


0x04E2 F33_TABLE Voltage Compensation vs Battery Voltage (ADBAT) 

A direct fueling multiplier based on battery voltage, as lower battery voltage affects pump output, injector response.


0x04E7 F34_TABLE DE Coolant Factor vs Coolant Temp 


0x04F5 F35_TABLE DE MAP Contribution vs MAP Change Above Thresh. 


0x04FB F36_TABLE DE Throttle Contribution vd Throttle Change 


0x0501 F39_TABLE MAP Multiplier For Deceleration Enleanment 

The above are all the DE (deceleration enleanment) tables. 
Ok, first DE has to be enabled (when would decel fueling occur? think about it...).  PE can't be enabled (why would you remove fuel when you are hammering it?), and there is a delta TPS threshold as well (throttle must be decreasing at least so fast before you start removing fuel for deceleration).  Once it is enabled the DE algorithm runs through.   Check the document for this, it is fairly straight-forward.  Basically what happens is this..  When DE is enabled, a value is determined from the F35, based on MAP change, a value from F36, based on TPS change.  Now, since TPS is decelerating (remember what enables DE), your MAP and TPS will be dropping.  Then it determines a value from the F34 table, based on coolant temp, and then another value from the F39, based on the CURRENT MAP level (not the change in MAP). 

Then it does a calculation that is as follows    1 -   [ (F35 term x  F36 term) x F34 term x F39 term ] =  DE fueling term

So if you have larger and larger values in the above tables, you will be closer and closer to zero (the tables are actually scaled in such a way that their product is always less than one) once the product is subtracted from one.  So let's say the final DE term is 0.5.
That value is a DIRECT fueling multiplier, so the pulsewidth is HALF of what it was before this calculation took place.  Normal conditions, DE is not occurring, so the term is ONE, or no modification of the pulsewidth calculation.  So, on the 50# chips, some DE modification took place, and it really helped matters.  The way to really determine if this is needed is to dial in regular drivability, trying to avoid deceleration conditions (as the integrator will be going wacky if the DE is off), get the VE tables pretty dialed in, then start doing some heavy decel stuff.  Stop and go, off throttle, back in..   and start looking for trends.  Does the integrator go WAY down when you slow down?  This WILL cause stumble conditions when you get back into throttle, as the integrator is down LOW, removing fuel, and you are at a condition that is requiring an integrator of 128 (the integrator has a delay - or lag - built in).  So from there, you need to adjust some DE tables (if you experience the same conditions I did with the 50s).  Basically I believe I increased the DE (so it removes MORE fuel) at the F34 and F39 tables.  So increasing table values will lead to more fuel being removed.

0x050C F21_TABLE AE - Delta MAP Contrib vs Delta MAP 


0x0512 F22_TABLE AE - Delta Throttle Contrib vs (8 * Delta Throt.


0x0517 F37_TABLE AE Temp. Correction Factorvs Coolant Temp 


0x0524 F38_TABLE RPM Multiplier For Accel Enrichment 


0x033C KAEISCN AE IAC Contribution 0.0 mSec  (this is from section before the AE tables)

Acceleration Enrichment tables.  AE is pulsed asynchronously.  This mean it is not synchronized with the regular, timed pulsewidth injections, which is why there is NO AE fueling term in the main fueling algorithm.  It basically will inject small fuel spurts whenever the program determines it is necessary (based on engine acceleration events - positive change in MAP, RPM, TPS etc). So this algorithm is fairly straightforward also.  So the basics of AE calculation:

An AE MAP term is determined from the F21 table (change in MAP).  An AE TPS (throttle) term is determined from the F22 table (change in TPS).  Change in IAC can also add AE fueling, but there is only a set fuel amount, (KAEISCN).  This isn't used in stock application, and I found no change when I did it in some test programs.  The AE MAP term, the AE TPS term and the AE IAC term are summed.  The AE sum is then multiplied by values from the F37 (based on coolant) and F38 (based on RPM).  I've made my main changes in F37.  They had to be cut down quite a bit actually.  Careful here, because you have to ensure that you are adjusting fueling for a dynamic, accelerating condition, and not for a condition that is lean.  The way I have done this is to adjust your VE terms while at a steady state, non accelerating condition. Once you have that really dialed in, work on the DE. Once that is done, make several programs with varying F37 values (a wide range) and see if you can notice a difference across the board.  I have done some chips with radical changes, just to see HOW the changes affect drivability. I did a chip with AE way cut back...  kinda thinking "does this REALLY do what it says it does in the code?".  Yup it did.  Any throttle application resulted in bad surging and stumbling...    Anyways, doing it this way will establish a trend.  From there, you can narrow the programs down to your favorites.  Next will be to see how it varies when it's cold versus when it's hot.  Adjust those the same way, scaling the F37 a few different ways, and seeing what works best.

- BG -

NWSTP Forum © 1998-2011 NWSTP Go To Top Of Page
This page spooled up in 0.03 seconds Syclone and Typhoon By GMC Powered By: Snitz Forums 2000 Version 3.4.03
   

 


This Ring Site is owned by Sportmachines. Want to join the Ring?
[
Skip Prev] [Prev] [Next] [Skip Next] [Random] [Next 5] [List Sites
]