TUNED PORT INDUCTION PROGRAMMING
ScottHansen.net is no longer selling GM memory calibration modules. Seek out Brian at Tuned Performance on Facebook or at brianlvs@yahoo.com
For those of you who wish to do a little datalog tuning I will help you if I can.
TUNING INFORMATION
The following questions should be answered to the best of your ability. Some information may not require an answer if your motor is stock. The more information understood the better optimized your programming will be.
#1. Cubic displacement IE: 305, 350, 355, 383, 406, etc.
#2. Transmission type: Automatic, or manual.
#3. Compression ratio and cylinder head type.
#4. Cam specifications: Duration & lift @ .050 & Lobe separation angle (LSA)
#5. Injector size: Brand & number preferred.
#6. Fuel rail number IE: 1708XXXX, or if using an adjustable pressure regulator? What is the desired pressure at idle with vacuum disconnected. I will recommend if asked.
#7. Vehicle Anti Theft System (VATS): Enable / Disable
#8. Exhaust gas recirculation (EGR): Enable / Disable
#9 Vehicle Speed Sensor (VSS): Enable / Disable.
#10 Charcoal Canister Purge (CCP): Enable / Disable.
#11 Air injector Reactor (Smog Pump): Enable / Disable.
#12. Cooling fan(s) settings. What degree thermostat?: 160, 180, or 195. I recommend using at least a 180 thermostat for TPI.
#13 Knock sensor: High compression, and high lift cams can create chatter that will be picked up by the sensor. Knock sensor may need to be disabled in certain combinations.
#14. Speed limiter: Default is 255 mph / or specify desired speed.
#15. RPM limiter: Default is 10,000 RPM / I recommend limiting it to 800 rpm over peak horsepower expected.
#16. What type of ECM: Speed Density 1990, 91, and 92. ECM #'s 1227730, 16196344, 16198262, 1227277, 16197128, 16198260, or Mass Air 1986, 87, 88, and 89. ECM #'s 1227165, 16198259, and 16198445.
#17. Cold start injector may be eliminated at your request for those vehicles that used them.
#18 Do you have Longtube Headers or Shorties?
Caution to those against using to large of a fuel injector. A 24 lb. 3 bar (43.5 psi.) injector can easily handle upwards of 400 hp by turning up the fuel pressure to 50 psi. High impedance injectors require at least a 2 millisecond pulse width at idle. If you run to large injector you will sacrifice your idle quality. The single greatest misnomer about TPI is injector sizing. GM used many different sized injectors, and at different pressures during the TPI years. It is critical that we get the flow rate set correctly for any combination. The manufactures have learned that higher pressures are better. Today's LS1's are running 3.7 bar (55 psi). This gives a better spray pattern to optimize the use of fuel. 350's should run 21 lb. injectors with the pressure turned up based on modifications. 383 to 406's should use 24, but some very high flow combinations can run 30's.
Vehicle Speed Sensor (VSS) is highly recommended. EGR will not function, and torque converter won't lockup without VSS being hooked up unless a 3rd party device is used. Programming is optimized to know whether the vehicle is moving or not. You will not be smog legal without it, and the motor may die in certain deceleration situations. Mass Air systems used a 2 pulse square wave (DC), but speed density used a 4 pulse sine wave (AC). You may use any sine wave sensor with speed density, and the output signal may be modified in the programming. IE: A later model T56 with a 17 pulse sine wave can be used, and the input signal modified in the programming. All 700R4's from 1984 to 1992 used a 4 pulse sine wave output. However, in the mass air cars this was converted to a 2 pulse square wave and sent to the ecm. If you have a speed density conversion you may use the signal from the earlier transmission. If you use a 4L60E or 4L80E I'll need your tire size and axle ratio to assign the proper value in the programming.
I have been asked to adjust speedometers for different gear ratios and tire heights. Although GM did create numerous broadcast codes for TPI and referred to them by gear ratios. The Memcal nor ECM controls the speedometer, so the gears in the transmission must be changed. The 4 pulse sine wave (4000 pulse per mile) is received by the ECM in speed density cars, and then outputs to the speedometer, and cruise control. Mass air cars work as stated above. GM only used two basic fuel tables for speed density 350's, but used numerous spark tables. It’s my experience that these spark tables are not correlated with gear ratios, but rather chosen based on expected performance of the model for which the broadcast code was designed. All 700R4's have replaceable gears at the VSS that can be changed. These years did not use the DRAC module like TBI.
The smog pump, or Air Injection Reactor (AIR), and the Charcoal Canister Purge (CCP) will not set a code in TPI and does need to be programmed out.
Here's a list of some of the places that have helped me throughout my experience with TPI. I've only included places that are helpful and whom I've deemed honest, and just good people.
Chevythunder is run by a great guy. He's really concerned with helping people get their TPI running right. He also sells wiring harness's on E-Bay.
This site belongs to Craig Moates. This is where you go to start programming yourself. I encourage everyone to try it if the feel confident. He also has a discussion board if you want to sign on with any questions.
If you want to connect your TPI to a laptop to run diagnostic software. Get this cable from Craig Moates.
TunerPro RT is used as a datalogging software and can be used for free but if you benefit from it you are encouraged to pay the small registration fee. The best part of this program is the histogram. This table gives you a global of the fuel table snapshot of the entire recording.
Larry is my favorite go to guy for harnesses. His pricing and quality cannot be beat.
This site started as a conversion to put TPI in to Jaguars, and has grow into many different types of conversions. I recommend them for speed sensors due to their low cost. Click on Vehicle Speed Sensors in the right hand column of their home page for more information.
This is the software I use to modify the programming for the chips I burn. Good information can be found on this site. You can also use TunerPro RT for bin modification.
www.moates.net/burn2-Chip-Programmer
This is where you can buy the Moates Burn 2 for burning chips. I recently switched to this and it works great.
http://www.jimsperformance.com
Jim has a great selection of products to service TPI and is always willing to help.
Use this site calculate your injector flow rate based on size and you fuel pressure.
Electronic Fuel Injector Flow Data
This site will allow you to look up your injector flow rate.
REVIEWS
Scott,
Put my new chip in today and set everything as you suggested. WOW!!!!!!!!!!!! What a difference!!!!! This truck NEVER ran so good. Runs smooth, starts right up, and puts me back in the seat when i nail it,,, WOW!!!!! Thanks again for making my truck run right
Thanks
Scott, I received your memcal on Friday and had my Camaro running Friday night. I was Very happy with the performance. Amazing what some tuning will do. I could not drive this car after the engine was replaced due to irreconcilable differences with the mass air flow system. It will blow the tires loose on a roll in low gear and pulls hard to 5500. NIce wide torque curve. So far your tuning is great and I plan to do some data logging soon and will send you a file for further inspection. Thanks for your help. After 8 months of rebuilding this car, it's now a runner :]
I just wanted to let you know I got the chip installed. Runs great! Haven't had a chance to due much data logging as of yet, but I did get a look at the tune. Closest mail order tune I've ever had! Awesome job. Everything is right on the money and blm's are 126 - 129 as far as I can tell so far. Thanks again and feel free to use this in your testimonials.
Scott
I just wanted to drop you a note and tell you how well your chip "woke up" me new engine. I had installed a 383 Stroker in replacement for an older 350 with improved airflow. When I started the 383 with my original "mild" chip, there was almost no difference from my old 350. But when I installed your chip, (and reset the timing to 6 BTDC), it was like night and day. The throttle response is very quick and the power carries thru the gears even with my 700-4. I am very pleased with what you did. Also it only took 2 days to get from Reno to Central Florida.
Thanks
Steve
The absolute best quality and service I have ever experienced from an internet vendor. All my requests were responded to immediately. I'd send in a data log and within minutes Scott would respond with an email conformation and a shipment notification...even evenings and weekends. I been trying to get my 69 El Camino with an aftermarket Tpi setup to run right for years. Three others have tried, failed but charged me anyways. Scott had this thing running like never before in no time. He doesn't even charge minimum wage for his work!
Scott, really appreciate your time with tuning my tpi, the car went from basically not running to sounding like a sewing machine, You really know your stuff. I thank you for all your exceptional knowledge, assistance, and effort helping me get my mess straightened out, Look forward to my next tpi project.
Tim
Scott,
I can’t believe I waited so long to have a professional read the custom chip that was installed before me and program it right! The car would barely run when it was cold and I had no clue where to start for fuel pressure. As soon as I installed the memcal chip it fired right up and did not even think of quitting! I have already been passing your name on regarding custom tuning and will continue to do so. There is no stock chip for an IROC-Z 5.7 manual and especially with the injectors I am using. There is no other way than to hire a professional such as yourself to make the car run right. In addition your continued support for helping me learn to data log and continue my knowledge of TPI programming is very appreciated. It’s hard to find someone to actually call you and help you directly these days.
I recently had a brand new motor built for my 1987 Corvette and as it is with any new build, the Memcal required a reprogramming. Scott Hansen with "Tuned Port Induction Programming Services" not only does a wonderful job with the programming, but also with answering your every question to insure that you are getting exactly what you need. Since I have increased my horse power by more than 100hp from the stock 245hp rating to minimum of 350hp (with possibly closer to 400hp) as estimated by the engine builder, a Dyno Tune will tell more once done.
Scott not only programmed the Memcal to perfection, I have had no problems at all and the response to acceleration is fantastic! I recommend anyone needing a chip for their vehicle, Scott is the man to work with.
From Australia:
I got the chip on Tuesday and put it in and followed instructions in your letter. Drove around a bit and noticed the difference. Pulls harder and smoother. I haven’t driven a great distance to test economy yet. Nor have I disconnected cold start injector yet but if it’s not in the programming I suspect won’t harm if it’s still there.
I took it down to drag strip ( something I have never done before) to see what it would do. From what I read stock 1988 L98 does mid 14 seconds for ¼ mile and I would have been happy to crack into 13’s with my mods. Attached is copy of my best ET. I ran 8 times and six of them were 13.2’s So I am very happy with that. I beat other street cars but the more serious racers with drag slicks really pop out of the start and I suspect on slicks I could nudge 12.9s. Also I always left it in drive. Not sure about 1st gear but seemed to change mid to low 4k rpm. Makes me think I could have forced a bit more rpm and better speeds buy changing manually. Do you know of any adjustments to make auto hold gear a bit longer at WOT??
Anyway it’s for the street and performs well. Thanks again and I’ll recommend to all TPI owners I meet to contact you.
Many of us have a dream of building our daily driver into the ideal vehicle. Something that would brings a smile to our face every time we drive it. Mine dream was building a 383 SBC with tons of torque. A responsive car that would be best for short bursts in the low to mid RPM range. – the proverbial stop light to stop light terror! Yet, I didn’t want clients to think they were in a hot rod. Also, I wanted reliability and decent gas mileage. I started with a 1988 350SBC Truck motor because it has the bosses for a roller cam, 4 main bolts and a one piece rear main seal. I opted for 9.4:1 compression ratio (pump gas), Edelbrock RPM Performer aluminum heads, 1.6:1 roller rockers, long tube Hedman headers and Tune Port Injection from a 91 Corvette (known for the low and mid range torque). Although I researched it a lot, choosing a cam was difficult. The one I picked showed itself to be difficult to tame. This is the table I set for Scott to work with. It’s difficult to convey all the effort and dedication Scott put into ensuring the program was optimized. I looked at several companies offering programming services. This task it not like buying a part. Besides the programming knowledge, it takes perseverance. This is a process of refining the countless points the computer calls upon in a myriad of driving possibilities. It takes repeated tweaking. I doubt Scott does this for the fortune and fame. It must be something in his character that drives him to get it right. You can’t pay for that. Be thankful you found someone who you can trust and rely on. Just think of the power you’ll be leaving behind if you go elsewhere. 8/3/08
I am truly pleased with the memcal that is working in my 88 as I write this to you. It is fantastic !! It is Superb !! Thank you so much for your help, your work, your advise, your honesty and your Great business sense. A+, several times over, I truly appreciate all that you did. Bob
Scott,
I wanted to drop a quick line to you today. Rec'd the chip yesterday in the mail. Today I installed a 350 knock sensor and the reprogrammed chip. The engine fired the 1st time and I adjusted the fuel pressure and timing. After a last minute check I went for a short drive. My nephews (teenagers) saw me driving the car and wanted a ride so I took them for a test spin, they're just getting into cars. WOW! NO ping and great throttle response.
Thank you for your experience and a good choice of timing/fuel curve.
Since the engine is brand spanking new I've have not jumped on it completely, but the quarter and half throttle spurts were enough to make the kids hang on and come home wide eyed. Amazing it could be so simple.
Keep doing what you are you doing, you are a credit to TPI rodders everywhere. Please let me know if I can help spread the word, you will have my endorsement for what it is worth.
Customer response to an E-Mail about his chip.
I did put it in and it seems to have made a big difference. It starts better, runs better and seems to have a great deal more power, I have to get the TV cable on the tranny adjusted so I have not driven it to much, but so far it seems to be great. you know how it turns out, and thanks again.
Custom tuning is highly recommended for all speed density applications that are different than stock. Currently I'm working with a guy that put TPI on a stock TBI 350, and I was surprised at how much the volumetric efficiency tables changed. You start by purchasing this cable linked below. I've tuned 100's of vehicles now, but even the same cam mixed with different components runs differently.
New Software as of 7/12/2016. Next you click on this link below and download and install TunerPro RT. This software can be used for free but I encourage you to pay the small registration fee of $39 if you benefit from it.
I ask $100 for this service, and the cost of postage. If this puts a financial strain on you please call. I'd rather help you at a reduced cost than you suffer from poor driveability.
You will connect the computer to the car, and drive it following the instruction on the Datalogging 2 page found here. Try and drive normal, and maybe a bit outside of normal. I cannot tune vacuum and RPM ranges that you do not hit. If you go WOT throttle I can read the O2 to make sure it's good there. At the end let it idle in and out of gear, so I can tune the idle better. Once you create the file, name it using your name in it please. You email it to me, and I'll run it using the History Table feature that gives me the BLM averages. With these averages I use a calculation to modify the VE to a BLM of 124 which is slightly rich. No 2 logs will ever be the same, but once we're close it will drive smoothly and without hesitation. The larger cams are much harder to do. A cam of 230 / 236 will change with the weather but can be done. Please feel free to call me with any question(s).
For whatever reason TTS Powersystems has chosen to no longer support Datamaster for GM gas vehicles. Both have pro's and con's but TunerPro is superior for tuning as it gives averages for all cells but a bit harder to understand. I will still stand behind those who use Datamaster and will maintain the page on its use for those of you who paid for it.
How To Datalog With TunerPro RT
This website is here to encourage you to tune on your own. This page may also be used to learn how TunerPro RT functions, and to create a datalog to e-mail me for my help too. As you will see, using TunerPro RT for datalogging is a powerful tool. You may use it for free but should pay the small registration fee of $39 if you benefit from it. First you need to download it. I am new to this software and would appreciate any comments that can make this page better.
When you first get your Moates cable look at the block your cable plugs into and note the switch. If you have a mass air car you want to enable the 10k resistor. If you are speed density you want this switch set to open.
Hopefully you've bought your cable from Moates.net which has been linked on this site (less trouble). In the comfort of your home, plug the cable into your PC laptop to a USB 2.0 port. At this point a screen should pop up saying Windows has found new hardware and if the correct driver was found you may proceed below.
If you can't communicate with the ECM you may need to update your USB driver (make sure you are plugged into a USB 2.0 port). The Driver can be found here. After you download the driver look to the right under comments and download the Setup Executable and run it.
From the Tools menu choose Preferences and click on Dat Acq / Emulation tab and then Configure Plug in Component on the left. Port type is standard serial for the cable and choose any Com port in black that is not 1.
In the Configure plug in Component on the right make sure both boxes are unchecked. For more cable connectivity issues see this Moates page.
You need to download a definition .adx for Datalogging (recording) and they're different whether Speed Density (MAP) or Mass Air Flow (MAF). Right Click and Choose "Save Target As". Make sure you save it to a place where you can find it later.
Should you wish to perform bin modification using TunerPro RT I've included links to the required xdf files. This won't be needed if I'm performing your tuning.
From the Acquisition menu choose Load Definition File and load your adx.
It is now time to initialize TunerPro RT. From the Acquisition Menu choose Start/Stop Data Scan. Your engine should be running prior to this.
From the same Acquisition Menu choose Record. You're now recording data so take it out and drive the vehicle. Remember, if you don't drive it there it can't be tuned. In the beginning just do some normal driving and no more than 5 miles and let it idle at the end. You may only make a minor adjustment like injector flowrate at the start.
Once you are done and before shutting off the engine. From the Acquisitions Menu choose Stop.
TunerPro RT will now prompt you to save your Datalog and naming your file. Make sure to note where you are saving it to so you can find it.
To load your file into TunerPro RT you click on the Arrow Up button. With the Histogram open showing a Running Average the cells begin to populate.
As you can see this is my bin loaded into TunerCat. Looks like I'm a little lean at 1400 RPM at 35 KPA so I take 133.514 / 128 = 1.0430781 x 65.6 shown in TC and my new VE value is 68.5. If it is lean I use 128 and if it is rich I use 124. This way I get all my values between 124 and 128. The exception would be WOT where I work it strictly to 128.