Not sure if this is the right area.
I recently rebuilt my 94 lt1. I left the AIR and the EGR off after the rebuild. I was able to start the car and drive it for a few days. On the last day that I drove it, I used freescan to do some data logging and check the code the pcm was giving. the code was for egr failure which I expected because like I said I took it off. I parked the car after the datalogging and it sat over night.

The next day I read my PCM with CATS, saved the original file and just used the switch table to disable the egr code. Btw, I had the crazy reading for the cyclinder volume and injector rate on the $EE definition so I changed to EEB. I programed the PCM with the file with the egr code deleted. I went to start the car and the engine turns over but cannot start. So, reprogrammed the PCM with the file that I read from the PCM before any changes. The car would still turn over but not start. So, I checked for spark, there is spark getting to the spark plugs. I checked for fuel and the injectors are spraying fuel. I sprayed a little starter fluid into the intake and that did not help either. One thing that did help, I unplugged the coolant temp sensor in the cyclinder head and opened up the throttle body blades (I had the intake and MAF off at this point) and when I cranked the car it half way started but would shut off as soon as the throttle body blades closed.

Only weird thing I can think of other than not starting is during the programing there was a ticking that came from a little module that is for the vacuum system on the top passenger side of the intake. Also, when I start and end the programming the fans kick on for a few seconds.

 

As a start, I would try reprogramming the original tune with the definition file you used to read it.

The last paragraph about the ticking and fans is all completely normal during programming with Tunercat.

 

Well the first read was with the EE, when i saw the messed up numbers I did a second read with the $eeb loaded. I did save both files and both are before any changes. I also reprogrammed with the second read with $eeb loaded before any changes.

So just to be clear, you want me to try to program with the first read and the $ee (non rev B) definition with the 0 for cyclinder volume and 700 something pounds per hour injectors?

 

I reprogramed with the original using eeb and still same issue. Should i move this to another section?

 

Do you have a .bin that you read and saved w/o any modification or changes. If I read your OP correctly you 1 - read the .bin file. 2 - changed a switch setting to turn off EGR with $EE definition. 3 - determined the .bin was a rev 'B' then changed the EGR setting again using $EEB. 4 - Then loaded the code back to the PCM using $EEB. In that case step #2 would have corrupted the .bin file as it was edited using $EE and that .bin file is most likely messed up. You can load a new rev 'B' code load or a new rev 'C" or above, but a rev 'B' .bin edited with a $EE definition file will be corrupted as the data field offsets are different between the rev's. If you are an A4 I have a '94 A4 rev 'C' stock .bin I can send you if you want updated code to load. PM me email address.. By the way you should also disable EGR activation. Turning off the switch only kills the DTC, but the PCM still thinks it's activated and adds timing..

 

Yes I have 2 bin files saved that have no modifications.
Here are the steps numbered because first post was confusing.
Step 1: Read PCM with $EE loaded. Save .bin file as original
Step 2: Notice cyclinder volume at 0 and injectors at 700#
Step 3: Read PCM with $EEB loaded. notice cyclinder at 700ish and injector s at 24# Save .bin file as original b
Step 4: Turn off EGR in .bin file saved as egrdelete
Step 5: Program PCM with egrdelete.bin with $eeb loaded.
Step 6: Car doesnt start.
Step 7: Program PCM with original b.bin with $eeb loaded
Step 8: Car still no start.

I never edited either of the 2 original .bin files.

I like the sound of the rev C you speak of. What is rev C and what definition file do I need to load it? I will email you to get this bin because I really don't know what else to try.

 

bin file sent. If it does not fix things then per your OP... you have spark, and injector spray, then you said " when I cranked the car it half way started but would shut off as soon as the throttle body blades closed ". This looks like the IAC is not letting in any air. Do you have FreeScan or DataMaster to see what you IAC count is with Key On Engine Off (s/b above 140, mine is 140) and the same when cranking. Physically check IAC valve and seat to see if it's opened and seat and passage way are clear. Since this all started after programming PCM, it really does no look like IAC failure, but you never know. If it still fails can you post a data log,... Following verifies PCM is probably working and sending/receiving signals to engine to start... turn on key leave engine off and start logging for about 60 seconds to heat up O2's then crank it, make sure all the fields look valid prior to cranking O2's should go from 450 Mv (ice cold) to 40Mv after the heater gets them hot, AFGS=0 (MAS OK), RPM =50 (before cranking, PCM check)), MAP and Baro close to 100Kpa (MAP check) , injector BPW goes from 0 prior to cranking to about 60 when cranking, RPM moves from 50 prior to cranking to 200-300 just before it catches (PCM sees opti signals). IAC is above 140 then drops after engine catches.

 

Well I programmed it with your rev C bin and it started and ran normal for about 5 seconds then shut off. The battery charge was around 10v so I pulled the altenator and battery and gonna go get the battery fully charged and the altenator tested. I did datalog already let me look through it and see the stuff you are saying.

 

Ok, altenator was bad, have a new one in and battery fully charged.

IAC is 142 when engine on and cranking. It stays at 142 even at WOT (I assume this is by design but I don't know). I did not have a chance to visually inspect the IAC valve yet.

I took some screen shots of the engine data and did two seperate datalogs with freescan. The first scan is long and the second one was with accelerator action while cranking because I did not know if that would help diagnostics.

What is BPW? Is that the "Base PW R" and 'Base PW L" columns in excel? Mine go from 0 to 6-10

Also, I do have open long tube headers at the moment, not sure if that was jacking with my Mv readings on the 02's. I did notice the 02 volts R was low to start. Is this from open headers or possible 02 failure?

First Datalog

Engine data at key on

Engine Data just before cranking

Engine Data during first crank

Engine Data for second crank

I didn't take any engine data screen shots during this second datalog

Second Datalog

 

BPW is the base pulse width for the injector - the number of milliseconds it is open. At WOT the BPW is going to approach 20 milliseconds, if you are close to maxing out the injectors. Your BPW is 6 mSec for cold start enrichment.

The "first Datalog" appears to be nothing more than the key being turned to "on". Not very useful. Ditto with the engine data key on. The one thing that stands out - the IAC should go to the "learned" IAC position. I don't recall ever seeing one go to 142 on cold start.

Not a lot of useful into there. O2 volts are "low" because there is nothing in the exhaust but a lot of air = lean = low voltage. You won't see the O2 readings change until there is actual combustion.

 

On the first datalog I start cranking around line 4148 and again at line 4589.
I waited that long because in Bob's instructions he said the O2's should heat up and the Mv change, and it did a bit.

On the second datalog I start cranking around line 126.

For both files you can tell when I crank it because the Battery voltage drops.

 

Red looking at the second data log it seems the PCM is doing everything OK to start the engine, the engine spins up to 350 RPM so the PCM is seeing low res opti pulses w/o any DTC's, IAC count is 140 (same as my car) so PCM is letting in air, Injector PW is 10-12 so PCM is picking injectors, MAP drops a little 101 to 97Kpa so the MAS is seeing a slight (cranking) vacuum in intake, crank timing is good at 7*. I see you opened the throttle to 100% after it would not kick over and it still did not start. It looks like the problem is something physical like fueling/spark/mechanical . Since you verify injectors are actually picking and spraying and fuel pressure is good, and it's getting some air when you opened the TB plate, it's starting to look like spark (ICM,coil,HV delivery). Strange it ran 5 seconds after the new PCM load, is the security light on 5 secs after key on then going off, could try disabling VATs on the new code load. I'm not sure how VATs actually kills the injectors, if it's after the PCM displaying the PW Ok on the log or before and log would indicate PW=0. Sorry but I'm grasping at straws here and running out of ideas and don't want to lead you down the wrong track.

 

Securty light goes off after 5 seconds. How would i check to see if spark and fueling is happening at the right time?

 

I verified spark by disconnecting coil from the opti and putting the wire on the block. It sparks a lot when cranking. Also i did the same withe the plug wires by disconnecting them at the spark plug and letting the wire spark on the block. If i get spark like that could to icm or coil still be bad? Could the opti still be bad even with all the spark?

With iac at 142 does that mean there is too much or too little air at idle? What is a more normal reading?

 

Easy one first, my IAC at cranking is 140 and then drops to 40-50 range after it starts so I would consider that in the normal park position range. I have read a couple of posts where people have visually observed spark but it was not actually strong or hot enough to fire the engine. Without special tool to read 20-40K volts it tough to answer your question. If it did not kick or sputter when spraying starter fluid (post #1) it sure seems like spark. In my limited mechanical engine knowledge, basically if you spray fluid in there, the only way it won't fire is missing spark, missing compression, or spark at the wrong time, but that will usually backfire. Can you pull the ICM and coil and get them tested at a parts store ?