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DIY BD1 Programming - Burn your own chips!

Recommended reading:

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No, it doesn't tell you what tables and values to alter.

Yes, it does give you understanding of why you change the things you do.

Yes, your head will hurt- A LOT- after reading it.

;)

Google will probably show up a Pdf if you want it...
 
The ones that are posted will work need to be modified a little. that and some stuff was left out for obvious reasons.
 
upload flash and burn from moates. read chip ( make sure you have the right chip selected ) save file to buffer, put a name to it and save on computer. Make sure chip orientation is right as well
 
The boos ttable is showing teh same as before for me, which is about 20 KPA to high from what I can see(calling for 10 psi of boost where they run 7). Scratch that, I was looking at the wrong column for max stock fueling VS boost.
 
I think I'm gonna wind up having to build a new EC.XDF. I really don't like the way the original author put it together. To me it's confusing cause it's out of order from the disassembly I did. I can understand why it was done, the important files to be changed first, but still. I personnaly don't use those, just mine, but thats because my bin and those XDF's didn't jive.
 
Well heres as good as any place, but for those delving into tuning here are some mechanical limitations I have found that you should keep in mind with your tuning.

The ECM is only capable of calculating and commanding 80MM3 of fuel in stock form. As I underestand it there is a modifier inside the ECM that can be tweaked that essentially acts like the #9 resistor(although the #9 resistor will give an extra 4MM3 of fuel over a pump that is calibrated and requires a #5) only slightly higher. The accepted max seems to be around 92MM3 of fuel at 3K RPM's from what I could search, but have nothing to verify this. Getting to the 92MM3 of fuel via strictly ECM tuning will take some creative work and finding all of the multipliers to do so.

The DS4 injection pump has a mechanical limit of 22 degrees of timing advance/retard at the pump cam ring. So getting the TDCO as close to -1.94 is rather important so you can allow the pump to reach max timing.

The stock boost pressure sensor is a 2 bar unit meaning it can only read to roughly 29PSI absolute(atmospheric + boost gives you absolute). So if you are at sea level atmospheric pressure is roughly 14.7PSI, this is why you will see 14-15 PSI of boost at idle. Calling for boost numbers beyond the mechanical limits will simply cause the ECM to command max boost regardless which could mean 20+ PSI of boost at sea level as anything over 14.7 above atmospheric it cannot register and it will hold the wastegate actuator fully closed no matter what. And inline resistor mods should not be used with custom tuning as you can now set the values to be what the resistor was making them to before. Heres a calculator I have been using to convert KPA to PSI as the ECM code calls for killipascals http://www.csgnetwork.com/presskpapsicvt.html . It would be nice to find a table in the ECM to reference boost sensor volts to pressure as this would make the changeover to a 3 bar MAP MUCH easier and allow for boost control of the HX40 via the stock boost system for MAXIMUM control(I know I'm in the minority that actually likes the stock boost control). Otherwise you could do some basic datalogs with a 3 bar map and find the altered values to get what you want, but the volts to pressure method would be MUCH easier.

And for trans control, rememebr there are MANY different trans pressures that the ECM controls and references so the values displayed may not show what actual line pressure is. The ECM tables in many cases reference EPC pressure which in turn controls line pressure through the boost and main line pressure control valve. You need an actual pressure guage on the trans to ACCURATELY know what changes are being made to line pressure when you make ECM changes. So be CAREFUL making changes to the pressures as there are other multipliers that need to be applied to know what changes are being made.

And keep in mind just because you call for a value higher than the limits, you will not reach it as the DS4 has mechanical limits that have to be kept in mind. I will try and research some more to these mechanical limits, but for now this is what I have found.
 
I thought I put that volts to boost table in there, probably didn't though I can add it. There was a lot of tranny tables that I didn't add for that reason, but when I sit down to build another file I'll put it all in there to show what is all in there.
 
We all thank you, rainstate.

As a side note, I ran through a tank on my latest hokey chip. 11.1 MPG vs 10.1 on the old chip. Driving habits were much worse, as I've been doing 0-60 runs over and over. Good sign!
 
thedrip said:
We all thank you, rainstate.

As a side note, I ran through a tank on my latest hokey chip. 11.1 MPG vs 10.1 on the old chip. Driving habits were much worse, as I've been doing 0-60 runs over and over. Good sign!
Click to expand...

There's another easy 3-5 mpg in there if you work the lockup and keep it shifting below 2,000 rpm. The shifting is controlled by your right foot, not so much the calibration......;)

My calibration is pretty mild below 2,000 (mostly timing work) and "wakes up" for more performance (IE: fuel, timing, transmission, etc) after that. Truthfully, it's more about %tps and the relationship to rpm.....

It's still a 6.5 so it's no monster but I pull down ~15-16 mpg around town (4:10's on 265's) and can still knock out sub 10 sec 0-60. I'm running the stock vac system on a GM8 so I've tweaked bost tables also. This is the calibration that I made ~240 hp on the chassis dyno. Lyndon gave me a hand with it...well, he gave me a very good starting point that is....
 
rainstate said:
There is a XDF built for the manual tranny's. Here it is... never checked it though. Post the bin file and can check it to the XDF for corrrectness. View attachment 34410
Click to expand...

I just tried this .xdf file with slim's BNTK manual trans file and it is WAY off.

Slim Shady said:
I can't upload the BIN file to the site it won't let me, if you pm me an email I will send it to you. Thanks for the Def file.
Click to expand...

Let's see if this works. Removed bad tune file, uploaded the good one on the next page.
 

Attachments

  • BNTK stock 95 manual.zip
    64.2 KB · Views: 20
Last edited:
just opened slims file and it looks corrupted, file size is right, but with a bunch of...oh my brain hurts kind of stuff. If you look at the file in the hex editor, you'll see what I mean, the first 2000 line or so are storage and when the chip is read, there should be a bunch of dots, unless the file was memory dumped. Then just some code, but the calibration would still start at $4000
 
rainstate said:
Here is the file with added boost integrator and a few fixed scalars that was misses. Don't know to keep this file seperate from the other one that was posted though.View attachment 34440
Click to expand...

The boost to volts table isn't scaled properly or something as it is at .16 volts at 60KPA, and goes to .39 volts from 80KPA o up to 240KPA. I know the boost sensor reads up to 5 volts though.
 
rainstate said:
just opened slims file and it looks corrupted, file size is right, but with a bunch of...oh my brain hurts kind of stuff. If you look at the file in the hex editor, you'll see what I mean, the first 2000 line or so are storage and when the chip is read, there should be a bunch of dots, unless the file was memory dumped. Then just some code, but the calibration would still start at $4000
Click to expand...

Ok maybe my problem with the reader, What chip # is the stock factory chip? That way I am sure I have the correct parameters for reading it correctly? I will try that again and send it to you.
 
Fixed it and sent the stock chip, had the settings for the wrong chip, (still learning) sorry. Should be good now.
 
It should be a 27c512 chip. Chip orientation is kinda important, make sure the little notch in chip is facing handle when closed and the extra 2 rows of pins is between the chip and handle. Thats how it is in the burners anyhow.
 
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