The MAP sensor is brand new. Do you know of a website I can upload my datamaster file to so people here can look at it?

 

My ID accepts e-mail you can send me a copy. There are a few file share websites out there that are not loaded with spam links, etc. Others are a PITA to use. If you look at the DTC 24 testing parameters the engineers are testing for VSS pulses during what they think is a clutch engaged, deceleration condition on a stock setup (TPS < 1% (no throttle) , MAP 11-21 kpa (high vacuum), RPM >1200 (high RPM)) It looks like your setup is meeting those conditions at idle by goosing the throttle. Send me the trace and I'll see if it verifies that. You may just have to remove the X under DTC 24 diagnostic in the switch table and forget about it.

 

I sent you the file, thanks for offering to take a look.

On a side note. I loaded up my old pcmforless tune in place of the one my dyno tuner made for me. The car runs much better in a number of ways. One of which is the absence of the dtc 24. I just drove the car on a 400 mile trip with no dtc's. Any thoughts on what's going on there?

 

Took a look, you are NOT meeting the conditions to set the code.. your MAP never goes below 32 kpa, noticed you bar is 93.4, are you on a mountain ?. I see the DTC24 set at record #511, six seconds after you hit the throttle in record # 459. Your MAP looks funny as it drops 13 kpa (higher vac) when you hold the throttle open at 5% in N, opposite to a stock setup, I assume it's the flow of your setup. But it still never dropped to 21 which is what the DTC 24 looks for. My guess right now is that you may have some bad or incorrect code in your PCM load. Especially since your old mail order tune works better. Look at the failing .bin w/TunerCat and click tools-vehicle information, make sure it's an F-body load, and take a look at the vin number to see if it's an F-body (4th character of vin = F).

 

My elevation is about 2,300 feet (eastern Washington).

The VIN looks good. My dyno tuner has it classified as a Formula/ Trans Am and the mail order has it under Camaro. Both have an 'F' in the fourth spot though.

The weather's been bad so I didn't take it out of the garage today but tomorrow I'll see if I can get a dtc 24 to show up again. I can email my pcmforless file and dyno tuned file if you wanna compare and see where my dyno tuner went wrong. I haven't looked too closely, but I used the compare function in Tunercat briefly and the values were only off slightly between the two as far as I could tell. I've only just started using this program though.

 

Yea, send me both .bin files I'll take a look, would also compare the calibration file numbers on the vehicle info screen. Do you know if the dyno tune shop altered the PCM file you drove in with, or did they load their own base code and tune that version. A hex editor will also show the actual levels of the code, now we're getting complex. My guess would be a possible code glitch somewhere in the software, not specifically the tune variables (tables, constants, switches) , but in the actual base code. In the end we could try to copy all the the dyno tune changes to the the Pcmforless file, save it with a different name and see if that fixes the problem. Let's take a a look first..

 

I'm not certain but I believe he used his own base code. I remember when the car started acting screwy on the dyno, he tried loading up a stock GM file and it didn't help at all.

 

Off hand . Your Pcmforless file looks like a M6 , the Dyno looks like a A4 with all the tranny diagnostics disabled I have not gotten into the code to verify, but the dyno tune has the stock DFCO settings for an A4 while the Pcmforless has the M6 DFCO settings. However a big difference difference is the Pcmforless has injector constant set for 32.12 lbs and the Dyno tune is set for 37.43, the injector offsets all stock in both tunes. Since you have 30# injectors this may be why the Dyno tune is giving you trouble, something to check out as the constant can vary depending on manufactures. Some of the fueling guys on the fueling forum are better at that than I am . I'm not that much of an expert on code differences so don't go running to your Dyno guy yet, but right now your VSS problem may be the A4 code doctored up to look like an M6.

 

I would love to go in and correct the transmission settings you're talking about. Did you use Tunercat to look at them? If so, where are they?

I found the injector setting you were talking about, that's quite a difference. I talked to Bryan at Pcmforless and he did mention that the SVO injectors are rated at a lower pressure than GM's so they end up being a 32# injector at GM fuel pressures and he compensated for it which is why it says 32.12.

 

To clearify if you have A4 code and want to disable the 4L60E diagnostic you have to go to the switch tables and remove all the applicable X's. However that is only bandaging a core problem. The M6 code KNOWS it's an M6 and does not require removing the X's because it does not even waist time attempting to look an any 4L60E tables, switches or diagnostics. What I saw on your log is the P/N (Park/Neutral status bit is switching on and off randomly. Now since you have A4 code the PCM is testing the VSS using the A4 paramaters (see post #13) , I think since the P/N line to the PCM pin C15 is not connected the status is bouncing around and you are failing the A4 VSS test in M6 neutral because the PCM thinks you are an A4 in drive at high RPM and no VSS pulse. You really need M6 code or to remove the X for VSS diagnostics as the A4 test is invalid on your setup.

 

I think I see what you're saying about the different codes. In that case, I'm gonna try copying my tuner's settings to the pcmforless file and see how that works.

 

I transferred my tuners settings to the pcmforless file and left the injectors at 32.12. Didn't get a dtc 24, but it ran so rich the gas smell was overwhelming and I couldn't press on the gas peddle without it almost dying. Looks like he must have hit "enter" when he meant to hit "backspace" somewhere along the line....? I think the next step is getting him to review his file and fix whatever's wrong because I don't want to have spent nearly $500 on something that doesn't work.