DIY EFI on 400ci smallblock?/ANHT

Carr, Chris ChrisCarr at fresno.ca.gov
Wed Jun 20 20:19:04 GMT 2001 

Hmmm..  I've just converted my '85 Y car to a '262 and I've based my prom on
ANHT code with a memcal from an F body.  Should I be using AUJP instead?

Chris

-----Original Message-----
From: Len Sabatine [mailto:sabatine at epix.net]
Sent: Wednesday, June 20, 2001 12:32 PM
To: gmecm at diy-efi.org
Subject: Re: DIY EFI on 400ci smallblock?/ANHT


   As Dave pointed out , Data Addressing is "skewed" in places, err , the 
code is "wired" slightly
    different point to point as is the Y car thin film module on the 
Memcal. Again , I call em Gotchas.
    Len

>I just ran a compare on the ANHT and AUJP 8D from the FTP and you are 
>correct, they are loads
>different.  I wonder what the heck is in my truck!  It would seem that the 
>locations I changed
>were common in both AUJP and ANHT.
>
>Squash
>
>--- Len Sabatine <sabatine at epix.net> wrote:
> >      Dave , you've hit that nail square on the head. Code wise , Y code
> > normally
> >      doesn't "overlay" atop of F Code. I call em Gotchas .
> >      Len
> >
> > >In the interst of discussion I disagree. a comparison of the data area
has
> > >about a hundred differences, code area comes out shifted (when 
> compiled from
> > >the source, ANHT has some MORE code in areas than AUJP.. therefore
common
> > >routines are still there in both cals, but the start point for the
routine
> > >may be more than one byte off in start location) and different in many
> > >places. in fact, the thing that has stumbles many a TPI F-car A4 tuner 
> using
> > >AUJP is that they followed the ANHT hac locations.. which SHOULD be 
> the same
> > >in the DATA area, but looking at the ANHT DOC, the addresses are a bit
> > >skewed in places.. some skewing is the result of mistakes in the
document,
> > >some is real. an example is the RPM limiter. look at the addresses in
the
> > >code section and count the bytes between the settings... see?
> > >
> > >other examples: 8031 (double entry), 81c7(FDB with no companion byte),
> > >3f9  - which is shown as RPM FUEL RETURN.. if you use this one as a 16
bit
> > >value, it won't give the results you expect. the address is shifted by
one
> > >bit. rev limiter works much better if the correct location is used (did
> > >anyone give up on the rev limiter after being sent a ECU file from a
'some
> > >very smart guy on the net' with the wrong location???  well I say try
> > >GMEPRO.. its always correct ;-)... or you can roll your own like me
;-P.
> > >
> > >... hope some eyes are opened. I also hope I do not have some corrupted
> > >version of ANHT.. thats possible I guess.
> > >
> > >Budha bless the ANHT doc! it is responsible for more fun than a barrel
of
> > >monkies but buyer beware.
> > >
> > >and I still don't know what is different.. is there a different A.I.R.
> > >system?  I knew once but I guess I forget.
> > >
> > >
> > >----- Original Message -----
> > >From: Squash <realsquash at yahoo.com>
> > >To: <gmecm at diy-efi.org>
> > >Sent: Tuesday, June 19, 2001 6:37 AM
> > >Subject: Re: DIY EFI on 400ci smallblock?/ANHT
> > >
> > >
> > > > From comparing the AUJP to the ANHT hac, they are exactly the same 
> thing.
> > >I compared the bins
> > > > once, and I recall 1 difference in a spark table or something 
> miniscule.
> > > >
> > > > Squash
> > > >
> > > > --- Dave Zug <dzug at delanet.com> wrote:
> > > > >
> > > > > I've a budget oriented 406 TPI in the works at the moment. Going
on a
> > >T56 in
> > > > > a convertible thirdgen.
> > > > >
> > > > > Is not ANHT the TPI VETTE cal that does some control or 
> monitoring with
> > >the
> > > > > vette trans?  what general tweaks are nessecary to run it in, say,
a
> > >F-body
> > > > > without these tranny (or whatever they are) features?
> > > > >
> > > > >
> > > > > -Dave Z
> > > > >
> > > > > 89 Iroc - '730 - 383 large tube MAP TPI, ZZ3 cam ,dry NOS 50 shot.
> > > > > 12.79 @106 / 12.08 @ 112.   www.delanet.com/~tgp
> > > > > 92 25th annev convertible  305 / T56.  268 mph in a perfect
vacuum.
> > > > > ----- Original Message -----
> > > > > From: Hector <hecyeah at prodigy.net>
> > > > > To: <gmecm at diy-efi.org>
> > > > > Sent: Monday, June 18, 2001 7:14 PM
> > > > > Subject: Re: DIY EFI on 400ci smallblock?
> > > > >
> > > > >
> > > > > > I'm going to convert to EFI a similar engine: 10:1, 64 cc  AL 
> heads,
> > >404
> > > > > ci,
> > > > > > home made PFI. I had been looking at the AUJP as a base but
> > >considering
> > > > > that
> > > > > > a Vette engine had AL heads and such, I'm now thinking the ANHT.
> > >Mainly
> > > > > for
> > > > > > the timing tables. Oh yeah, and for the limp mode as I need a 
> calmap
> > > > > anyhow.
> > > > > >
> > > > > > Hector
> > > > > > http://soflaspeed.freeservers.com
> > > > > >
> > > > > >
> > > > > > ----- Original Message -----
> > > > > > From: "Len Sabatine" <sabatine at epix.net>
> > > > > > To: <gmecm at diy-efi.org>
> > > > > > Sent: Monday, June 18, 2001 11:20 PM
> > > > > > Subject: Re: DIY EFI on 400ci smallblock?
> > > > > >
> > > > > >
> > > > > > >      Starting with *8 Injectors [ Port ]  , an 8262 ECM , and 
> AUJP
> > >as a
> > > > > > base,
> > > > > > >      will produce much more satisfying results IMHO.
> > > > > > >
> > > > > > >    Len
> > > > > > >
> > > > > > >
> > > > > > > >List,
> > > > > > > >
> > > > > > > >I have been trying to grasp DIY EFI by reverse engineering 
> the code
> > > > > > > >my P4 ECM out of an 88 4cyl fiero, and so far it has been
quite
> > > > > > > >frustrating/unbeneficial.  I understand the assembly code
just
> > >fine,
> > > > > > > >but not the ability to truely reverse engineer it and
understand
> > >what
> > > > > > > >it's actually doing - it's difficult to recognize the purpose
of
> > >most
> > > > > of
> > > > > > > >the subroutines and code.  I've kind of given up on this
project
> > >for
> > > > > > > >now.
> > > > > > > >
> > > > > > > >That doesn't mean i'm out of projects, yet.  :)  I am in a 
> buildup
> > > > > > > >process of a 400ci smallblock chevy bound for a 71 camaro,
and
> > > > > > > >i'm wondering about the prospects of converting it to a '747
TBI
> > > > > > > >setup.  I'm thinking a project like this should be a LOT
easier,
> > >given
> > > > > > > >the large amount of knowledge and work already gone into the 
> '747
> > > > > > > >ecm, as opposed to some 4cyl ECM nobody cares about!  :)
> > > > > > > >
> > > > > > > >Question is, how much motor can the 747 ECM be made to deal
> > > > > > > >with?  Here's what I've got, if anyone with some knowledge 
> of what
> > > > > > > >the 747 can and cannot do (or good/bad uses of it) could let
me
> > > > > > > >know if i'm barking up the right or wrong tree, would be
greatly
> > > > > > > >appreciated!!
> > > > > > > >
> > > > > > > >10:1 400ci smallblock chevy w/ 5.7" rods
> > > > > > > >
> > > > > > > >GM's 'fast burn' alum heads (the 210cc intake runner heads) 
> in as-
> > > > > > > >cast configuration with stock valves (2.00/1.55) with 
> valvesprings
> > > > > > > >appropriate for my cam choice
> > > > > > > >
> > > > > > > >exhaust will be headers with 1 3/4" primaries, full length 
> tubes,
> > >to a
> > > > > > > >2.5" dual exhaust with full tailpipes and crossover pipe
> > > > > > > >
> > > > > > > >performer RPM air gap for the vortec head bolt pattern
> > > > > > > >
> > > > > > > >cam is mech. roller, 232/240 @ 0.050", 0.505"/0.523" net 
> lift, 112
> > > > > > > >degrees lobe sep angle
> > > > > > > >
> > > > > > > >and all the necessary high quality fasteners, machine work,
> > > > > > > >attention to detail and clearances, etc. to make it a
reliable
> > > > > > > >street/strip motor...  oh yeah, the car is a manual tranny
car,
> > >4spd
> > > > > > > >for now, oneday to be a 5spd or 6spd but definately always a
> > > > > > > >manual.
> > > > > > > >
> > > > > > > >Basically, it's a ZZ430 crate motor with 50 more cubic
inches, a
> > >bit
> > > > > > > >better intake, and a bit bigger cam.  If the ZZ430 was 
> capable of
> > > > > > > >430HP   out of 350ci, I reasonably anticipate an honest 450HP
if
> > >not
> > > > > > > >a bit more out of this 400.
> > > > > > > >
> > > > > > > >So, anyhow.  Is this a good candidate for a '747 TBI 
> setup?  Can a
> > > > > > > >'747 run a 4bbl TBI?  Can the '747 deal with a moderate cam
that
> > > > > > > >may not idle like a swiss timepiece?
> > > > > > > >
> > > > > > > >Any comments greatly appreciated!!!!
> > > > > > > >
> > > > > > > >nick
> > > > > > >
> > > > > >
> > > > >
> > > > 
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> > > > >
> > > >
> > > > 
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> > > >
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