DIY EFI on 400ci smallblock?/ANHT

Len Sabatine sabatine at epix.net
Wed Jun 20 22:19:07 GMT 2001 

     If you've configured Y car to work like a F car , AUJP should be a 
good start.
     Depending on Engine combo , AUJP is more conservative , especially in the
     Spark Timing Mapping. You need to see what works best for your 
combination.
     Try what's at hand , before making changes, nothing's cast in stone.
     Len

>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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> > > > >
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