exhaust reactions

[delcowizzid]

i set everything to idle around 13:1 but i can do it easy super smooth and ready to go when you crack the throttle and maximum torque when changing from park to drive my idle wont even drop 20 rpm going into gear with a decient cam

[steveo]

likely. how important is it to you? i have a good understanding of the O2 logic in the MPFI 60V6 applications and used it to understand large parts of the 94-95 SFI 60V6 O2 calibration. i would imagine the O2 logic for EE would be most like DA2/3.

except for feeding my obsession about further exploring EE, probably not that important.

[RobertISaar]

i'll do some digging tonight, i don't think they'll be that deeply hidden.

[EagleMark]

I don't think INT vs Airflow was ever found either and it is a huge issue with LT1 and or cam, headers etc...

[RobertISaar]

I don't think INT vs Airflow was ever found either and it is a huge issue with LT1 and or cam, headers etc...

the reaction speed for INT? something along the lines of "delay this long between INT changes"?

[steveo]

anything new discovered in the EE platform totally makes my day. there are tons of people with EE ecms out there still, and even if it doesn't help my build...

the fact that they (for some reason) used ccp duty cycle as the main switch to move into regular blm cells (0-15) was a big thing for me. that was very odd, and i scratched my head over it for a long time.

[EagleMark]

Yes, time to wait for INT change... as in when you move the O2 sensor.

[steveo]

those, i would kill for. i really wish i was better with diassembly. my drivers side o2 is twice as far from the head as the passenger side!

[RobertISaar]

the fact that they (for some reason) used ccp duty cycle as the main switch to move into regular blm cells (0-15) was a big thing for me. that was very odd, and i scratched my head over it for a long time.

that isn't very odd, really. a lot of the later OBD1 stuff seems to be built the same.

those, i would kill for. i really wish i was better with diassembly. my drivers side o2 is twice as far from the head as the passenger side!

i don't know if there is a seperate table for left vs right..... in fact, i kind of doubt it.

[EagleMark]

Well they did have fueling for idle and cylinder?

But even if not seperate bank to bank it would be a Parameter I've needed often. If it is set to big it makes no difference, I think GM has it there to make idle emmissions as good as possible so they make it tight. Loose, oh well the emmissions go up for 500msec...

I'd swear it's the cause of the infamous LT-1 split BLM...

[RobertISaar]

Well they did have fueling for idle and cylinder?

But even if not seperate bank to bank it would be a Parameter I've needed often. If it is set to big it makes no difference, I think GM has it there to make idle emmissions as good as possible so they make it tight. Loose, oh well the emmissions go up for 500msec...

I'd swear it's the cause of the infamous LT-1 split BLM...

reasonable assumptions. it seems that a lot of the times, if GM got something to work, even if it wasn't a proper fix, it stayed until it was replaced entirely.

[steveo]

its weird to think that the delay time would be shared in a sequential system that has entirely seperate blm/int and misc trims per bank; the o2 swing threshold is per bank too. but i guess if they were never planing to have to tweak it? everything else is pretty seperated, though

i'll start looking for it, maybe i'll at least find some clues. at least if i can identify the start and end of INT events; given that the memory location of int cells in memory for both banks is known, as well as some tables that it would use, such as o2 swing threshold, it shouldn't be too hard, right?

it's always that inter-pcm communication thing that throws me for a loop the second i start trying to decipher this stuff. the fact that the o2 sensors are on a different board than injectors and positional reference makes me assume that int/blm is done on one board, then those tables are read async by the other board for final CL calcs before the injectors are fired?

kind of makes sense, in a way... but i have no hard evidence to back that theory

[RobertISaar]

it's always that inter-pcm communication thing that throws me for a loop the second i start trying to decipher this stuff. the fact that the o2 sensors are on a different board than injectors and positional reference makes me assume that int/blm is done on one board, then those tables are read async by the other board for final CL calcs before the injectors are fired?

is there a certain aspect you don't understand about the master-slave SPI link between the two P6 processors? it took me a while to figure out how it worked on the 93-95 P66 V6 stuff, then i applied that knowledge to vastly speed up deciphering the 93-95 northstar and 94-95 LT1 P6 to P6 via SPI code. i wouldn't mind posting my notes/disassemblies if they'll help.

[steveo]

you actually explained it to me before, at least a bit, and it did kinda make sense.

thing is since i haven't really disassembled and analyzed anything successfully for EE that uses it so far, so im not sure how broken my understanding of it is.

i need a good supply of beer and smokes, and a few nights to hammer at this thing. then i'll get it; i just lack those required materials right now, and i'm going slowly insane from another project that involves a lot of complex data structuring. but i never lose.

i think theoretically all the INT/BLM processing is done on one side anyway (cant see why it wouldnt be), if i dont give a flying crap what the other side is doing with it (using it to calc inj. pulse), i might not need to dig into the link for this one anyways.

perhaps i'm being optimistic, since i'm sure mr. tunercat has looked for it before and also come up dry...

please do post what you have though, anything to avoid extra work

[RobertISaar]

you use IDA or just want a .ASM or .xxx?