The ultimate LT1 $$EE patch thread

**kur4o** · 10-06-2017

Originally Posted by johnny_b

Can you explain how to run the modified version of eehack?

Install eehack 4.7. Than move eehack49.exe in 4.7 installation folder. Run eehack49.exe from there.

I need some beta tester.
There is my latest patch. Control VE% in real time +-5% through modified eehack4.91 programm.
Instructions in the xdf.

This beta patch is not good, so don`t use it. I will upload a working version soon.

**kur4o** · 01-05-2018

Originally Posted by kevinodb1

Hi Kur4o thanks for that.
So are you saying the End Of injection when its set to "6" STD is 33 Degrees ATDC from 0/720, because there is also TDC at 360 Degrees, the start of the intake stroke! We need to be talking about the same place!?
Based on the article(PDF) above posted by Jthompson it would appear there could also be a table attached to that value that is load/rpm based, that would be VERY useful to find.....
At idle the IPW is 1.4m/s and 18m/s is about 702 degrees at 6500 RPM, so that would be about 54.5 degrees of injection period at idle..
So the best place to end the injection would be about 460 degrees after TDC 0......which is approximately the maximum intake valve open point...see my chart above..
Something to try anyway!
Ok cool. is the EEhack patch available for my 94.
I have LT1 edit file for the 94 and 96..
I have the conversion program that converts 94 files to BINS, it does also convert 96 ones, but I dont know if thats the correct transfer algorithm for a 96.....I can see data in Tunerpro if I open the 96 BIN but its all over the place....as expected.
Shall I post a STD 94 BIN converted from LT1Edit and a 96 one the same?
Cheers
Kevin

X is the raw hex value converted to decimal so in your case 6 will be 180 degrees after top dead center when cylinder fires.
raw value is $60=96
720-(96*5.625)=180

The patch I have works only with 94-95 bins. If you have a running 94-95 car you can do some beta testing.

I need a 96 lt1edit virgin file. Please don`t try to convert it. I want to see what file format they use.

**jthompson122183** · 01-07-2018

Originally Posted by kur4o

X is the raw hex value converted to decimal so in your case 6 will be 180 degrees after top dead center when cylinder fires.
raw value is $60=96
720-(96*5.625)=180

so this is what the table looks like now?

Endofinjection.JPG

**Terminal_Crazy** · 01-07-2018

Originally Posted by jthompson122183

so this is what the table looks like now.

Endofinjection.JPG

180 degrees AFter the cylinder fires? The injectors stop spraying at the bottom of the power stroke ??
Presumably it would be around the end of induction stroke, before compression starts and the airflow slows to a stop.
Another 40-50 crank degrees and we’re in spark territory.

Also does the adx now allow intermediate hex values rather than multiples of 16?

Mitch

**kur4o** · 01-07-2018

This is my work chart for gm 846 cam.
Red and blue is total open duration at exhaust and intake.
Yellow and green is the duration at 0.05 lift.
I chart the data to find the cam overlap and decide how to tune it.
I couldn`t get a complete cam data for stock b-body cam, and don`t have a reference point. Some experiments will be needed to figure what is the best approach to tune end of injection.

Chart is from stock b body. The red line 4 is injector open time.
As you can see it closes exactly at 270 degrees. As it is at b-body and corvette calibration.
I am sure the pcm counts $10 for 1 low resolution pulse, and the space between pulses is divided by it. And you get 90/16=5.625 degree resolution. I hope it is pretty acurate but will have to be verified.

**jthompson122183** · 01-08-2018

Hi Kur4o

sorry to bring in a topic unrelated to the current discussion, but i wanted to bring this to your attention before i forgot about it.

if i remember correctly disabling the ccp via raising the temp enable out of range and setting the enable special cells to 0% will cause the pcm not to use the extra cells.

While looking through the $0D hack i came across this

Code:

L48EC:  FCB $07     ; FLAG WD,
                    ;
                    ; b7 1 = not used
                    ; b6 1 = not used
                    ; b5 1 = not used
                    ; b4 1 = not used
                    ;
                    ; b3 1 = not used
                    ; b2 1 = SEPARATE BLM PK/NEUT CELLS
                    ; b1 1 = SEPARATE BLM A/C IDLE CELLS
                    ; b0 1 = SEPARATE BLM IDLE CELLS

maybe this could be ported to make a patch?

included the 0D hack below

**kur4o** · 01-17-2018

Here is some cleaned up and revised version of all the stuff that is tested and working.
It adds some interesting mode4 control like real time control of VE, maf/sd modes and end of injection time.
You also get some enhanced aldl parameters.

How to install.
1.You need to flash your PCM with eehack 4.7 with insert patches tickbox marked.
2.Than read your bin.
3.Apply all patches from the folder.
4.Burn the bin with eehack4.7 IMPORTANT the insert patches box must be not ticked.
5.Save the patched bin for future improvements.

To make available extra controls use the supplied eehack_v92.exe, which must be run from the eehack installation folder.
Load the supplied definition file for improved datalog.

Instalation notes.
You need to choose between MAF primary and Speed Density primary patches and apply only one of them.
If you have indeterminate data warning when you apply the patches, first press remove patch box, than apply as usual.

Warnings.
If you are runnig Speed density mode and apply the patch, make sure that the skip unused region tickbox is unmarked when you burn the bin.
If the box is ticked the eehack will wipe the MAF table to FFs and switching to maf will not be possible.

I am working on a future version of eehack that will apply the patches automaticaly, but for now you need to follow installation notes exactly as written.

**kevinodb1** · 01-05-2018

Here are the Bins mentioned in the other thread regarding tuning for Injection Timing.

They are from my 1994 Corvette Y car manual and my 1996 Corvette Y car Manual LT4 GS. Both cars had never been edited, the GS had only 1 owner before.

I converted the original 94 file today to a BIN from LT1Edit using TUNECONV V1.0.0.1 Windows MFC App.

The 96 original file was converted a while ago from LT1Edit using TUNECONV DOSwindow version 1 for exchanging LT1edits to Tunercat format and back.

Cheers
Kevin

**kevinodb1** · 01-05-2018

So you want the virgin LT1Edit files?

**kur4o** · 01-05-2018

If you have one.

**kevinodb1** · 01-05-2018

Here they are:

From two 96 GS's....and the 94 Vette.

RENAMED FROM .LT1 to .BIN to be able to upload them! Just rename them back to .LT1

Cheers.

**kur4o** · 01-05-2018

Too bad they encrypted the 96 files. You are out of luck, modifying manually the file.
The 94 is unencrypted and the two halves of the file are flipped.
Your only option is to upgrade 96 car with 94-95 PCM or lt1edit provide you with a tool to convert the file to raw bin.

**kevinodb1** · 01-05-2018

Oh thats a shame!

The only way would to to de-socket the chips and read them back using some other device then?

If I purchased the JET product does that encrypt its files as well?

Cheers

**kevinodb1** · 01-05-2018

Ive already tried running the 94 PCM in the 96, the knock sensor issue I solved, BUT the ABS/TCS and CCM talk on the same PIN9 and all sorts of errors came up!

It did start though....