200% duty cycle on injectors

[89S10_Project]

Folks-

I've just been able to pull data for the first time with Tunerpro RT (registration payment is going out tonight, thanks Mark!). In doing so, I see that my injector duty cycle is at 180-200%, and my spark advance settings are all over the place in a regular "sweep" from 4 degrees to off the chart.

I can post the take from my logging session later today, or you can find it here: http://www.gearhead-efi.com/Fuel-Inj...ll=1#post60621

I replaced the 4.3L V6 with a 5.7 V8, and as you know the injectors appear identical. I did replace the computer and chip, as well. I am reasonably certain that the chip is factory, for a 5.7 Auto application.

About all I can come up with is I pulled a stupid and put the 4.3 injectors in the 5.7, but I would imagine they'd only be taxed to about 133% of duty cycle - and even that seems impossible. These injectors are rated at percent of time they are on- one would expect that 100% of the time would be the absolute maximum- can't be open 6 seconds out of every 3. Or am I misunderstanding this?

What else could make this occur?

I'm using a definition I pulled off of code59.com , will rerun the test tonight with a code pulled out of the Tunerpro site. It was about midnight when I finally got my DIY USB cable working, so I didn't pursue the issue too far.

[89S10_Project]

Mods, can you please move this to the "GM EFI tuning" section?

My fault, didn't realize this was the Tunerpro section (despite it clearly saying exactly that). Because, dumb....

[lionelhutz]

Duty cycle can only be 0-100%.

There is a mismatch between the adx and the mask.

[89S10_Project]

Please advise, proper ADX and mask for a 1989 5.7l Chevy smallblock, TBI injection, and a 700R4 transmission, with 1227747 ECM?

[Nasty-Z]

Duty cycle can only be 0-100%.

There is a mismatch between the adx and the mask.

This is what I mentioned last night to Phil on the phone , Definitely an ADX/ECM mismatch or a data logging problem with the connection / cable or both causing mis construed data to be read by T/P.

Here is the 7747 ECM thread with everything needed in the thread : http://www.gearhead-efi.com/Fuel-Inj...Information-42

TOM

[89S10_Project]

Yep, that's where I got my defs and so on from... will delete all and start over.

I understand there are color codes on the injectors- does this refer to the sleeve on the connection, or is there somewhere else? I plan on pulling the injectors this evening and comparing to a chart (that I'll hopefully be able to find on the Internet) to verify proper injectors.

I've already located a set of takeouts on ebay for cheap, just in case.

[89S10_Project]

At this point I'm not even sure of the ECM I have in my truck. I can't recall if I had a 7747 and ended up replacing it with an 8062 which plugged right in to the existing harness, or vice versa. But pulling the darn thing out from under the dash is super easy. What information do I need to pull off of the labels thereupon in order to ensure I am dealing with the correct defs file and etc?

EDIT: looking in the library, I see the following:

$4E

1228062

4E.xdf

4E.ads

88-93 2.8 V6 TBI (VIN R) LL2 88-91 4.3 V6 TBI (VIN Z) LB4 w/ Auto (S & T body) (ADS by Robert Saar)

This truck was built as an 89 S-10 Blazer with the 4.3L V6, Vin "Z". So it must have been a 1228062 ECU.

Truck now has a 5.7 TBI, engine is a 94 GM crate Gen II 350, was running in a 89 C1500 in front of a 700R4 IIRC. I was given (by a most generous friend! :) ) an ECM with chip and everything, ready to plug in. This was 2 years ago, and knowing his eye to detail I'd be very surprised if it wasn't exactly what I needed as I'd already told him what my plan was and he's done a few of these sort of things.

Sooo, pretty darn sure the ECM presently in the truck is a 1227747. Can we confirm that the 1228062 and the 1227747 are wiremap-compatible? I know the connectors fit right in like they're made for it, but that doesn't mean they'rfe all going the same places. This may be our problem.

Worth noting, but I SERIOUSLY doubt this is the problem: I ended up extending the harness from the ECM to the engine by 2' to reroute for heat concerns. I did this by snipping one wire at a time, soldering with high-grade electrical (ie, tin/lead, rosin core) solder, and heatshrinking each with marine-grade tubing. I only did one wire at a time, and the shrink extends past each connection by 1" each side. I solder to Milspec and I've literally soldered stuff for Navy combat systems and have been soldering since I was 9. My solder joints aren't the problem, guaranteed.

[89S10_Project]

(Ya'll pardon me as I mumble to myself in the corner, here....)

Did a quick bit of research, and the answer appears to be here:

http://www.gearhead-efi.com/Fuel-Inj...to-1227747-ECM

That link seems to infer that yes, the 1228062 and 1227747 ECM are interchangeable.....

But it also mentions something else, and something that is gonna make Tom grin and say "I TOLD YOU SO, DUMMY!"....

The 7427 is an easy repin of the connector, and MUCH mmore tuneable. Can someone please help me out here with instructions, sources, etc... I'll be googling for a 7427, in the meantime.... will post what I find here for my own memory and the benefit of those coming after.....