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Thread: Anyone worked with the 16196397 yet?

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  1. #1
    Fuel Injected!
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    Ok, so I've gotten started on the programming here. I'm totally confused, the file naming conventions are...interesting.

    I am wanting to start with the 1995 3100 beretta program, since I believe it will be closer to the end result than starting with the 3.4L F-body program. From there, I want to make the changes talked about early in this thread, then post 'em up and see if they're ballpark-correct.

    The ECM to be used is a 16196397 BKRL. This was pulled from an apparently modified Beretta, with a 3100 engine and a manual transmission. God knows where it started out from.

    Looking through the P66 BIN files from the thread for this PCM, I've found the Rev3 L-body folder, and have file names such as:

    16230734B 94 L original FDR export lying speedometer.bin
    16227354 95 L.bin
    Others with similar structure.

    Now, I belive the 162... number denotes the service tag? If so, my service tag isn't listed. Which of these bins should I choose to start with? Any? I have poked around in the "95 L.bin" file for now. I've got it patched with the two patches from the Boosted XDF.

    Next, I need to open up a 96+ L67 calibration file and pull the injector data from it. I imagine I'll need an OBDII program to open up the calibration, hunt down the injector data, and then re-work the injector data to work in the OBD1 computer. What program to open the cal, and what parts of the injector data do I need?
    Last edited by Xnke; 09-17-2015 at 01:30 AM.

  2. #2
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    oddly enough, GM has assigned multiple part numbers for what could be the same item... the part number on the sticker is different from the part number stored in both the E-side and T-side calibrations..... there's no real reason to it that I'm aware of. you would need to pull the calibration(or grab it over one of the ALDL streams) to see if it matches any in the archive.

    the patches are integrated into tunerpro itself.... I could never get a hang of the S19 method, so when Mark implemented in the ability to have patches as an XDF item, I went that route. applying them is as simple as opening them and clicking Apply Patch. if you click F2 on one of the patches, you'll be able to see where in the BIN that bytes are being changed.

    I use tinytuner to grab that kind of info.

    http://theblattners.com/Projects/TinyTuner/default.html

    get the most updated database as well.

    then, just grab one of the appropriate BINs that were uploaded in the OBD2 BIN section(they're labeled by application) and you'll be able to find injector offsets among a wealth of other info. be aware that the P66 V6 low-PW offset table is kind of ridiculous.... I've never seen that done before or since, but it works exactly how it looks, I would write an excel function to interpolate the values that come from the OBD2 calibration, otherwise you'll be spending a lot of time doing manual math(or adjusting them in the table view).
    1995 Chevrolet Monte Carlo LS 3100 + 4T60E


  3. #3
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    There is a crapload of stuff in there to fiddle with...

    Spent three hours in there and only just found the injector stuff. Gonna be either a joy to tune up and drive, or absolute misery.

    Looks like the L67 bin has low pulsewidth offset vs MAP, but the P66 bin doesn't care about MAP...how to handle that? is the P66 code assuming 100kpa or something?
    Last edited by Xnke; 09-17-2015 at 06:54 PM.

  4. #4
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    Putting together a cheap and nasty "Flash Harness" that I can plug up these ECMs, plug in the ALDL cable, and pull/push BIN files with and twiddle some input lines to see if I can get A28 to log a wideband input. Hopefully this will help me get a working, running ECM and bin file to start with by the time I've got the rest of the engine built.

    Just ordered valve springs this week, so maybe the cam will get reground next week. After that it's headers, then fuel pump. I am gonna modify the F-body oil pan to fit the truck, and fit a proper windage tray to the pan.

    Maybe december/february I'll be ready to start transplanting this thing, we'll see.

  5. #5
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    considering the fuel pressure regulator should be setup for a 1:1 rise with manifold pressure, it shouldn't have any noticeable effect... some L67(and L32) BINs are showing a change with MAP, others aren't.... kind of confusing. it should really only matter with a constant rail pressure designs. I would use the 100kPa values in any case.
    1995 Chevrolet Monte Carlo LS 3100 + 4T60E


  6. #6
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    I'm going through the pinouts and wiring diagrams for the 1994 Camaro wiring harness (what I have) and am finding pins that are in the harness going to the ECU that are NOT listed on the diagram...I have no idea what these wires do. I'm making a list of them, when I get it finished I'll see if I can post it up here for others to look at. .

    That was the plan, using just the 100kPa values. I should have that stuff worked out tomorrow, along with these wiring pinouts. Ideally, I'll have pin A28 working and twiddly so I can work out if it can be used to log the 0-5V input.

  7. #7
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    i have a spreadsheet of what I'm referring to as "the" p66 v6 pinout.... I basically combined all of the p66 v6 applications into a single sheet and have them cross-referenced by application. it's been useful at times, like defining a/d inputs and outputs in the code that were otherwise unused in my application...

    you may find some use to it.
    Attached Files Attached Files
    1995 Chevrolet Monte Carlo LS 3100 + 4T60E


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