am I on the correct path?
Thread Starter
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Joined: Aug 2007
Posts: 746
From: Bennett N.C.
am I on the correct path?
I have a 94z. my friends have 97 trans am and a 2001 trans am.
today I ordered:
OBD-Y USB/ALDL Cable, fully tested, Both molded OBDI and OBDII style connectors in a Y-format,
popular with shops and people who work with both types of connectors
and will be getting this:
TTS Datamaster License including CDROM - software for scanning your car or truck (software only, you need a cable to use the software)
and this:
$EE 16181333 or 16188051 94 - 95 Y, F & B CAR, Cadillac 5.7L, LT1, L99 (FLASH) (incl. 'Rev B')
and have my sons have laptops
question is am I on the correct path for my car?
today I ordered:
OBD-Y USB/ALDL Cable, fully tested, Both molded OBDI and OBDII style connectors in a Y-format,
popular with shops and people who work with both types of connectors
and will be getting this:
TTS Datamaster License including CDROM - software for scanning your car or truck (software only, you need a cable to use the software)
and this:
$EE 16181333 or 16188051 94 - 95 Y, F & B CAR, Cadillac 5.7L, LT1, L99 (FLASH) (incl. 'Rev B')
and have my sons have laptops
question is am I on the correct path for my car?
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Joined: Nov 2007
Posts: 910
The TunerCat and Datamaster software will only run on the '94 OBD1 PCM, not on the others. The others are OBD2 and require completely different and more expensive software. TTS Datamaster should be version DM35XEE, I assume that's what you ordered. I see you ordered the TunerCat $EE definition file but you did not mention the TunerCat " Tuner " program. The Tuner program is free for 30 days then costs $69.95. You need Tuner program plus a the definition file to read and edit the OBD1 PCM data.
Last edited by bobdec; Sep 10, 2009 at 05:23 PM.
Thread Starter
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Joined: Aug 2007
Posts: 746
From: Bennett N.C.
thanks for clearing that up
I do know the other cars will need different software. I just ordered the cable to do both now.
I'm not going to down load anything till I get the cables
thanks again
I do know the other cars will need different software. I just ordered the cable to do both now.
I'm not going to down load anything till I get the cables
thanks again
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Joined: Feb 2004
Posts: 1,154
From: VA
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From: Hell was full so they sent me to NJ
You can't post files to this site. You have to upload them to an FTP site, and post the address. I'd also suggest that you upload your DataMaster files in both .uni and (export as) .csv formats. You can only read a .uni file with DataMaster software. Anyone with Excel can read your .csv files. I find it a lot easier to manipulate and evalute the files in Excel.
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Joined: Nov 2007
Posts: 910
slowride, did you install TC setup in XC compat mode and then set TC exec properties to run in XP compat ? ref " http://www.tunercat.com/tnr_desc/faq.html#21 ". When you load TC and click on the ECM tab up top do you get a popup with PCM_EE and PCM_EEB options. How does it fail ? Also don't rule out a bad download-unzip, you may need another .def file .
Thread Starter
Registered User
Joined: Aug 2007
Posts: 746
From: Bennett N.C.
slowride, did you install TC setup in XC compat mode and then set TC exec properties to run in XP compat ? ref " http://www.tunercat.com/tnr_desc/faq.html#21 ". When you load TC and click on the ECM tab up top do you get a popup with PCM_EE and PCM_EEB options. How does it fail ? Also don't rule out a bad download-unzip, you may need another .def file .
yes I did everything in the faq. four or five times. the cats is loaded, and will come up and open
a pop up appears with :
selected source file is either corrupt or an unrecognized format
or
unable to open ecm file
Thanks for all the help
I'm gonna do this , with all your help
Last edited by slowride94z; Sep 20, 2009 at 12:23 PM.
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Joined: Aug 2007
Posts: 746
From: Bennett N.C.
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Joined: Nov 2007
Posts: 910
Just some casual looking, TPS is missing, but at record 760 looks like you nailed the throttle (WOT) MAP goes to 98.9 kpa and RPM jumps to 3900. What I see is you are entering PE mode (WOT). You ST BLM's lock and O2's go to the 900's mv which is perfectly normal. However you started picking up knock timing retard of 7* in record 760, your timing at 3900 rpm/ 98.9 kpa should be around 37* depending on your tune, but instead you drop to 29* when you enter WOT and start your run, the retard goes away about 2-3 seconds later when you are still in WOT and timing gets back up to 38* by record 781. Also noticed you are running lean in some BLM (trim) cells most noticeable you are 4.7 and 7.8 % lean in cell 15, so you entered WOT (PE mode) with timing at 41-42* and in a lean condition. The PCM will remember the BLM settings you enter WOT at and the PE tables add fuel bases on those BLM settings, 99% of the time you enter PE from BLM cell 15 so it's important to get BLM cell 15 LT counts as close to 128 as possible. Suggest you investigate the cause, possible MAF tuning if in MAF mode, VE if in SD mode. The lean could have caused the knock, I personally had the same problem, played with mixture and timing, and finally fixed it with an LT4 knock module. But it's not a cure all and you should try lower timing a few degrees first and getting fuel mix correct before going that way. It could be caused by vibration, header noise, roller rockers, etc. But you have to eliminate real knock first by lowering the timing 5* at a time to see if it goes away. Your temp is at 180*, normal for a 160* t-stat so heat is not a problem. If you get timing down into the 20* range and BLM's in the 128's it still knocks then it's most likely false and the LT4 KM may help.
Last edited by bobdec; Sep 23, 2009 at 10:30 AM.
Thread Starter
Registered User
Joined: Aug 2007
Posts: 746
From: Bennett N.C.
Thread Starter
Registered User
Joined: Aug 2007
Posts: 746
From: Bennett N.C.
this is what Iv been looking at
part throttle early shifts and
stall wall issues:
more up-to-date and thorough (and free) information
part throttle early shifts and
stall wall issues:
If the maf is calibrated properly you should not have to change much if anything in the tune stock tunes generally need some leaning out though but check with mr wideband first. Timing should be ok as is also, you didnt do anything that would change it really. Can either use maf tables or % enrichment tables to add fuel for wot. Part throttle should be fine. For an automatic I usually firm up the shifts for the larger throttle body because bigger throttle blades = more air at less tps = sometimes soggy shifts. For the stall you'll want to work on the lockup tables a bit and maybe up some of the shift points a couple mph to keep the slop out of the stall. I like to fix up the shift tables so it will kick down with less throttle opening and go into pe mode with less throttle input also, but thats just me and it takes quite a bit of time.
Just move the vss diagnostic all the way up, basicly disable it. The 1->2 shift thing is debatable and not always required I wouldnt do it unless it still showed up after a hard launch with the vss diagnostic turned up.
Usually with a stall you need to command the kickdown rpm and kickdown mph to be a little early to keep from banging the limiter (these are your wot shift table rpm and mph its just called kickdown for god know what reason).
No idea why this is such a closely guarded secret, people are open about everything else but this they get hush hush on
.
Usually with a stall you need to command the kickdown rpm and kickdown mph to be a little early to keep from banging the limiter (these are your wot shift table rpm and mph its just called kickdown for god know what reason).
No idea why this is such a closely guarded secret, people are open about everything else but this they get hush hush on
.more up-to-date and thorough (and free) information
Last edited by slowride94z; Sep 23, 2009 at 07:41 PM.
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