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turbo engine tuning secrets -
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By Josh Straub, 2009
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Syclone

Key Ingredients to a Fast Truck

Syclone Modification Stages

Stage 1:
How to Get a Stock Truck Deep in the 13's



Tuner's Guide to DataMaster

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Real World Tuning Example:
Vortec/PT67GTQ Syclone on C16


Performance Roadmap: Syclone 4.3L Turbo V6

3 Bar Chip Tunes for Download

My 1991 Syclone

11.45 @ 117 Budget Build Spreadsheet

Vortec Heads Budget Spreadsheet

Racing Videos


Turbo Grand Prix

My 1990 TGP


Computing

Unfreezing Frozen Windows Applications

Syclone/Typhoon 3 Bar Chip Tunes
(GM $58 '749 ECM BIN files)

These .BIN files are provided as a service to other Do It Yourself (DIY) SyTy owners tuning their trucks. They are not provided with any promises or guarantees of safety or performance. USE AT YOUR OWN RISK.

The 3 Bar "Ultimate Chips" offered here represent many hours of custom coding/calibrating by Brian Green and Todd Austinson. They are released here with permission at no charge, in the spirit of community knowledge sharing. Please consider contributing back to the technical community if you use this software for any purpose. (Even if it's just a post letting everyone know your combo, your best times, and your success/failures.)



Contents

Ultimate Chips

"Ultimate Chip" History

Stock Injector Stock Motor Ultimate Chip
50# Injector Stock Motor Ultimate Chip
50# Injector L35/Cam Ultimate Chip
50# Injector Vortec Heads/412 Cam Ultimate Chip



Syclone #0044 Custom DIY Tunes

(my race proven tunes based off the Ultimate)

Stock Injector/Stock Motor Alcohol Injection tune (11.8 @ 112 MPH)
50# Injector/Vortec Head Alcohol Injection tune (11.45 @ 117.7 MPH)





"Ultimate Chip" History


Shortcomings of the Stock 2 Bar MAP Sensor

GM calibrated the stock Syclone motor to run 14-15 PSI boost, with a 2 Bar MAP sensor. They split the resolution of the MAP sensor into one Bar for vacuum (cruise conditions), and one Bar for Boost. This means after 15 PSI boost, the MAP sensor is maxed out and will continue to read the same reading (~200 KPa) even if the truck sees 20 or 30 PSI boost. Since boost = horsepower, you can see what a problem this presents. Early aftermarket chips just made the fuel extra rich at "15 PSI and above", but this is far from optimal. The ECM (and datalogs) still will not read anything over 15 PSI so you'll never know your peak boost on a run. It also makes it difficult to fuel properly and the further over 15 PSI you try to run, the more unusually rich it will need to be AT 15 PSI.


Solution: New Code to Support 3 Bar MAP Sensor

Brian Green devised a comprehensive solution around 1998. He reverse engineered the stock GM chip's Motorola "68HC11" code, and wrote new code recalibrating the chip for a new MAP sensor with 3 Bar of resolution (no small task, considering how many tables/values/routines rely upon the MAP sensor.) This allows the same 1 Bar for vacuum/cruising, but 2 Bars of resolution for boost. 2 Bars = ~30 PSI! With the new 3 Bar code, anyone running a stock '749 ECM can add a 3 Bar MAP sensor (original application: powering the factory boost gauge on the 1989 Pontiac Turbo Trans Am's stock 16.5 PSI "LC2" 3.8L Turbo V6), and then recalibrate their chips to provide accurate fueling/timing/datalogs up to 30 PSI!

Most of these chips were sold in a $350 package with a 16 position hardware chip selector designed & built by Todd Austinson, called the "Ultimate Chip". Each Ultimate actually contained 16 3 Bar chip calibrations, with the main difference being boost/timing/safety settings. In addition to being the first and only 3 Bar chips, they also contained what became the de facto standard aftermarket performance calibration (.BIN) for the Syclone/Typhoon:

Every modified SyTy running a stock ECM with a 3 Bar MAP sensor is running one of these calibrations or a derivative thereof.

Here's a list of the major changes vs. the factory chip:



Stock GM calibration vs. Ultimate Chip calibration
Feature Stock Ultimate
Maximum Boost supported 14.7 PSI (200 KPa) 29.4 PSI (300 KPa)
Typical WOT Timing 14* T1: 14*, T2: 16*, T3: 18*
Rev limiter 4800 RPM Stock Motor: 5450 RPM

Vortec Heads/Cam: 6300 RPM
Intercooler Pump Turn-On Temp 184*F Stock Motor: 66*F (always on)

Vortec Heads/Cam: Calibrated for electric fan control by default,
turn-on above 167*F, turn-off below 161*F
Compatible with DataMaster Yes Yes


With specs like these, there's every reason in the world to be running these chips compared to anything else! (such as the 2 Bar aftermarket chips like the ATR Pitbull, Kenne Bell, JET Performance, Hypertech etc.) Even a bone stock truck at 15 PSI boost would gain the benefit of being able to datalog boost spikes over 15 PSI.


50# Ultimate Chips

With the introduction of the PTE (Precision Turbo & Engine) custom stainless steel 3" downpipe and custom SyTy turbine housing around 2001, Syclones & Typhoons finally had a complete "bolt on" solution for a modified high boost truck. The stock 28# injectors are only good to low 12s/high 11s on 110+ race fuel (further with alcohol injection), so the PTE/Delphi 50# fuel injectors became part of the standard upgrade combination: PTE Turbo/Downpipe, 50# Injectors, and the new (in 2003) 50# Ultimate Chips tuned to tie it all together.

The 50# Injector series of Ultimate Chips feature major changes over the classic "Stock Injector" Ultimate, and were released in 3 series: Stock Motor, L35/ATR Cam, Vortec Heads/412 Cam. Instead of using the 16 hardware positions for different boost control settings, the program was split into 7 Street and 7 Strip calibrations, with the major difference being 14* WOT timing on the Street, and 17* on the Strip. Among the 7 programs, the only difference is WOT fueling (F77 table), with Program 1 being the leanest and Program 7 being the richest. Therefore, instead of being able to control boost from the driver's seat with the touch of a button, you can control WOT fueling. This is a nice feature for someone who's got a modified combo but doesn't have any chip tuning tools or skills.



Ultimate Chip Downloads

Individual Program Notes

Be aware that each program/calibration is targeted for a specific boost level both in the boost control tables (for the stock wastegate solenoid), as well as a series of safety features. For instance, the T1-15 program will enable a Fuel Cut above 17 PSI (2 PSI over the limit is typical of these programs). It will also drop Timing dramatically over 17 PSI.

If you plan to run high boost, it would make sense to start with a program that matches your target boost level.



As mentioned in the "List of Parts That Must Match" in Key Ingredients to a Fast Truck, your fuel injectors must match the chip. Therefore, these .BINs are organized by injector size.

Stock Motor, Stock 28# Injector .BINs
Ultimate Version "V6" - Slightly richer than "V7" at WOT. V6/V7 are the original and earliest Ultimate calibrations, containing 3 sets of Timing: T1, T2, T3. Last modified: January 2001.

Download Ultimate "V6" package containing all 16 individual programs: 6 T1 street programs, 4 T2 street/strip programs, 3 T3 race programs, 1 Valet program, 1 Security (killswitch engage) program. Also included is the original 256KB multichip .BIN as used on the Ultimate chip selector hardware. (The programs get stored in the reverse order you'd think).

Ultimate Version "V7" - Slightly leaner than "V6" at WOT. Last modified: August 2000. The V7 "T3-24.bin" is what I based my street/strip alcohol injection tune from.

Download Ultimate "V7" package containing all 16 individual programs plus a few extra programs totalling: 8 T1 street programs, 8 T2 street/strip programs, 8 T3 race programs, 1 Valet program, 1 Security (killswitch engage) program. Also included is the original 256KB multichip .BIN as used on the Ultimate chip selector hardware.

Since the V7 package includes a few extra programs, here is the order of the original 16 programs (as packed in the 256KB multichip .BIN files): SEC, VAL, T1-15, T1-16, T1-17, T1-18, T1-20, T1-22, T2-16, T2-17, T2-18, T2-20, T2-22, T3-20, T3-22, and T3-24.

Ultimate Version "V10" - Slightly leaner than "V11" at WOT. Last modified: Sept. 2003. The later "V10/V11" calibrations changed the boost/timing groups and have slightly weaker/safer timing overall. They also contain revisions to the boost control of the stock wastegate solenoid. I don't have exact information but included a "legend" to decipher the filename codes in the ZIP. I believe there are 6 T1, 5 T2, and 3 T3 programs in this package.

Download Ultimate "V10" package containing all 16 individual programs plus the original 256KB multichip .BIN used on the Ultimate chip selector hardware.

Ultimate Version "V11" - Slightly richer than "V10" at WOT. Last modified: Sept. 2003. The later "V10/V11" calibrations changed the boost/timing groups and have slightly weaker/safer timing overall. They also contain revisions to the boost control of the stock wastegate solenoid. I don't have exact information but included a "legend" to decipher the filename codes in the ZIP. I believe there are 6 T1, 5 T2, and 3 T3 programs in this package.

Download Ultimate "V11" package containing all 16 individual programs plus the original 256KB multichip .BIN used on the Ultimate chip selector hardware.




Stock Motor, 50# Injector .BINs
50# Ultimate Version "V4" - Last modified: Feb. 2003. This is the most recent version of the 50# Injector Ultimate for Stock Motor. (Mainly used for trying to run 11s on a stock motor with a big turbo at high boost on race gas.) The 50# Ultimates contained 2 series of 7 programs each (plus Security and Valet), as mentioned in the "Ultimate Chip" History above. Program 1 in each series (T1F1) contains the leanest WOT F77 fueling, Program 7 (T1F7) the richest.

The 50# Ultimates are all set for Open Loop fueling, which I strongly disagree with (especially on a one-size-fits-all chip like these), and I would recommend enabling Closed Loop as the first change when you run these chips. (Address 034A, "Temperature for Closed Loop Enable (KCLTC)") I would change it from 151*C to 21*C so your engine goes into Closed Loop as soon as it reaches 70*F.

Some other changes to be aware of in the 50# Ultimates:
  • "Overboost has been eliminated in these programs"
  • "Intercooler pump turned on full time"
  • "Knock retard is faster acting in these chips, with a higher max retard value."
  • EGR Disabled in all programs except Valet which can also serve as an Emissions program
  • "Timing modified in boost vs Manifold air temperature for better performance and safety"
If you run the 256KB multichip BIN in your "Radar style" Ultimate, T1-15 through T2-17 will be your Street programs 1-7 (lean to rich), and T2-18 through T3-24 will be your Strip programs 1-7. The "Boost control numbers" become meaningless since the 50# chips don't really contain a boost control calibration.

FWIW, I have one first hand experience with this calibration. I installed it on a friend's 130K mile stock motor Syclone one night when we upgraded to 50# injectors. The truck had a large front mount Air to Air intercooler, a ~2800 RPM converter, and a PT54. With this tune, the truck started, idled, drove & ran perfectly the very first time. (This was in 2003 before we had widebands to really scrutinize the quality of the tune.)

Download 50# Ultimate "V4" Stock Motor package containing all 16 individual programs: 7 street programs, 7 strip programs, 1 Valet program, 1 Security (killswitch engage) program. Also included is the original 256KB multichip .BIN as used on the Ultimate chip selector hardware. (The programs get stored in the reverse order you'd think).


L35 Heads, ATR Cam, 50# Injector .BINs
50# Ultimate for L35/Cam - I don't have these programs, nor have I ever seen them. If you have them to contribute and/or know more information on them, contact me and I can update this space.


Vortec Heads & Cam, 50# Injector .BINs
50# Ultimate Vortec Heads/412 Cam Version "V2" - Last modified: April. 2003. This is the most recent version of the 50# Injector Ultimate for Vortec Heads and Cam. These were made for the popular Comp 09-412-08 206/210 .500" 112 LSA camshaft, a PTE series turbo, and high stall converter.

These chips have a LOT more timing (3-12*) than the stock motor chips, especially at part throttle/cruise. Heads/Cam engines can typically handle more timing. However, in my first-hand experiences running these chips on Vortec Heads/Cam trucks, these programs contain too much timing at WOT even with alcohol injection! You would do well to first drop timing across the board by -1-5* if you start your tune from these chips.

The 50# Ultimates contained 2 series of 7 programs each (plus Security and Valet), as mentioned in the "Ultimate Chip" History above. Program 1 in each series (T1F1) contains the leanest WOT F77 fueling, Program 7 (T1F7) the richest.

The 50# Ultimates are all set for Open Loop fueling, which I strongly disagree with (especially on a one-size-fits-all chip like these), and I would recommend enabling Closed Loop as the first change when you run these chips. (Address 034A, "Temperature for Closed Loop Enable (KCLTC)") I would change it from 151*C to 21*C so your engine goes into Closed Loop as soon as it reaches 70*F.

Some other changes to be aware of in the 50# Ultimates:
  • "Overboost has been eliminated in these programs"
  • "Intercooler pump turned on full time"
  • "Knock retard is faster acting in these chips, with a higher max retard value."
  • EGR Disabled in all programs except Valet which can also server as an Emissions program
  • "Timing modified in boost vs Manifold air temperature for better performance and safety"
If you run the 256KB multichip BIN in your "Radar style" Ultimate, T1-15 through T2-17 will be your Street programs 1-7 (lean to rich), and T2-18 through T3-24 will be your Strip programs 1-7. The "Boost control numbers" become meaningless since the 50# chips don't really contain a boost control calibration.

This is the file I based my 11.45 @ 117.7 Vortec Heads/218* Cam combo on. Here is a Fall 2007 video of the 1st startup of my heads/cam swap with just this file loaded (and Closed Loop enabled with the Emulator): Startup Video - Just listen how quickly it fires!! Brian Green said he spent a lot of time calibrating this chip's cranking fuel to produce very fast startup.

Download 50# Ultimate Vortec Heads/Cam "V2" package containing all 16 individual programs: 7 street programs, 7 strip programs, 1 Valet program, 1 Security (killswitch engage) program. Also included is the original 256KB multichip .BIN as used on the Ultimate chip selector hardware. (The programs get stored in the reverse order you'd think).





Syclone #0044 Custom DIY Tunes

I'm offering my own race proven Wideband tunes (based off the Ultimate) for free download, so you can learn by examining them or running them on your own truck. These tunes represent dozens of hours of tuning, and years of research. All I ask in return is that you give credit where credit is due or at least mention the PowerTunePlus.com site. Please also consider contributing back to the SyTy tech community, even if it's just a post letting everyone know your combo, your best times, and your success/failures.

However, keep in mind these are tunes right off my truck, and I MAKE NO CLAIMS THEY WILL BE SAFE OR APPROPRIATE FOR YOUR TRUCK! If you need a one-size-fits-all, look above for the Ultimate Chips. My chips would be useful to anyone looking to learn about custom tuning and/or someone looking for a serious street/strip alcohol injection tune.

Stock Injector/Stock Motor Alcohol Injection tune (11.8 @ 112 MPH)
50# Injector/Vortec Head Alcohol Injection tune (11.45 @ 117.7 MPH)




Stock Motor, Stock 28# Injector .BINs
Syclone #0044 Alcohol Injection Tune (Stock Motor, Stock Injector) - For dual M15 nozzle SMC (non-progressive) Alcohol Injection (100% Methanol), based off Ultimate V7 T3-24. My mods were a PT51 turbo, 2700 RPM converter, and 93 octane fuel. Last modified: October 2006.

WARNING - These go VERY LEAN at WOT unless you spray a heavy volume of alcohol! This is deliberate to calibrate the Air Fuel Ratio. These files should NEVER be used without alcohol injection (except the 2 "15psiPgWOT" files which are specifically for 15 PSI, pump gas, no alcohol injection.)

The end result on my truck was a WOT AFR of 11.6-12.5 at 23-25 PSI Boost with up to 19* WOT timing. This was good for 11.8 @ 112.

The files in this package are the entire change history from when I started with the V7 T3-24 and ended up with the J13. You can review the TunerPro .log files to identify the changes for each tune. The "alky2noz" was when I added the 2nd nozzle for more alky fuel. J09 and J12 were two tunes I ran for a several months because they were very successful. I believe all files are pre-patched for the PLX M300/500 "Linear 0-5V" Wideband input.

"V7 T3-24 J12 Alky2noz BoostlimitRemoved.bin" is the file I ran for all of 2007 until I upgraded to Vortec Heads/Cam and 50# injectors. I would consider that file my final aggressive high boost street/strip tune for stock motor, and it ran real well at 21-25 PSI, using the SMC alky Pump Speed knob to fine-tune the mixture on the Wideband without having to touch the laptop after a boost control adjustment. I can recall Pump Speed "7" for 21 PSI and "10" for anything 23+PSI. Alky Turn-on setting: 12 PSI.

Here's a look at a DataMaster run from a high 11 second quarter mile dragstrip run with the J12 tune. The boost is running between 23-25 PSI and the AFR is nice and flat ranging between 11.6-12.0!:



(Download this October 2006 DataMaster file)


Here is a list of the major work represented in the final J12 tune (J13 had 1 more degree WOT timing that was too much for my truck so J12 received the final changes):
  • Major F29 Base VE table work for smooth driveability in my truck with 2700 RPM converter. Also some F29C Idle VE table work. Translation: I had a helper drive all over town, up steep hills, down the freeway, etc., while I realtime tuned from the passenger seat, and we repeated until it was dialed in right (for my truck). I started with this in J01-J06.
  • Lots of fuel removed from F77 and F30 to make room for alcohol injection at WOT.
  • 50-100 extra RPM idle (~700-750) to compensate the decreased load at idle of a high stall converter.
  • WOT Timing added aggressively to simple F80 "PE Spark Contribution" table for heavy alcohol usage (DEFINITELY not a chip for a truck with issues!) In fact, if you try these chips, my recommendation is to subtract 2-4* out of the F80 table (3200-6400) to start with, and slowly add them back in if everything seems kosher. Very easy way to remove WOT timing without having to redo your whole F1 table.
  • WOT Timing (F1) table highest boost cells changed to allow full timing all the way up to 27+ PSI. Be aware in these "BoostlimitRemoved" tunes, there is no effective boost limit/safety features because the 3 Bar MAP is virtually maxed out.
  • BLM (Long Term fuel learning) disabled. Keeps the chip from trying to adjust itself away from the tune.
  • I always ran a simple BoostValve.com ball-and-spring manual boost controller - the stock boost control code in these files has never been tested and is not recommended.
If you don't like some of these changes, that's why I included the whole change history, you can compare files and pick what you want.

One problem I did have was occasionally it would go too lean during spoolup (14:1) and get a bunch of knock, but it wouldn't do it on subsequent hits consistently. I'm not sure if I ever resolved this problem under all conditions.

Download My Stock Injector Alcohol Tune package




Vortec Heads & Cam, 50# Injector .BINs
Syclone #0044 50# Vortec Alcohol Injection Tune - Last modified: November 2007. For dual M15 nozzle SMC (non-progressive) Alcohol Injection (100% Methanol), based off Ultimate 50# Vortec V2 program "2004" (T2 race timing). My mods are stock Vortec heads, a 218/218 .530" 115 LSA Comp XFI camshaft, a PT51 turbo, 2700 RPM converter, and 93 octane fuel. (For a complete list see Syclone #0044.)

WARNING - These go VERY LEAN at WOT unless you spray a heavy volume of alcohol! This is deliberate to calibrate the Air Fuel Ratio. These files should NEVER be used without alcohol injection (except the "4007" file which is specifically for 15-18 PSI, pump gas, no alcohol injection.)

The files in this package are the entire change history from when I started with the 50# Ultimate Vortec "V2" race program "2004", and ended up with "4014" (Tune #14). You can review the TunerPro .log files to identify the changes for each tune. All files are pre-patched for the PLX M300/500 "Linear 0-5V" Wideband input.

I didn't tune for alcohol injection until tune "4008" and later. So, Tune "4007" was my 93 octane pure pump gas "No Alcohol" 15-18 PSI tune. AFR: 10.5 - 12.0. I didn't spend much time on it but here's a look at a run with it:



(Download the 2007 DataMaster file)


Here is a list of the major work represented in the latest 4014 20 PSI alcohol tune:
  • Major F29 Base VE table work for smooth driveability in my truck with 2700 RPM converter. Also some F29C Idle VE table work. Translation: I had a helper drive all over town, up steep hills, down the freeway, etc., while I realtime tuned from the passenger seat, and we repeated until it was dialed in right (for my truck). I started with this in 4003.
  • Lots of fuel removed from F77 to make room for alcohol injection at WOT.
  • WOT Timing (F1) table tuned for lower timing, the original Ultimate V2 timing was too aggressive for my truck.
  • Rev limiter set to 5500 RPM
  • Closed Loop fueling (allows ECM to add/remove fuel for improved driveability)
  • Knock Retard disabled below 2800 RPM (I had a phantom knock problem and this workaround helped greatly)
  • I always ran a simple BoostValve.com ball-and-spring manual boost controller - the stock boost control code in these files has never been tested and is not recommended.

"04012 Richer 150kpa F77.bin" is the file I ran on the 11.45 run. I ran the alky controller at maximum pump speed, Alky Turn-on setting: 12 PSI, 93 octane pump gas, and the boost limited by the PT51 maxed out at 16-21 PSI. The end result on my truck was a WOT AFR of 11.6-12.3 with up to 24.6* WOT timing. This was good for 11.45 @ 117.7. (See Video of this run on Racing Videos page.)

Here's the DataMaster file for that run (vs. the 03 Cobra in the video):



Download my 2007 DataMaster file
(the run got cut off just as I was going through the traps).


The boost actually reads as low as 15.8 PSI and it still ran 11.45! I believe the fluctuating boost control is due to reaching the efficient flow limit of the PT51. Also notice the 100% Flat Line 0.0 Knock! :-) That is One Happy Machine on 93 octane/alky!

Download My 50# Vortec Heads/Cam Alcohol Tune package





Don't you wish all fast racers released this much specific information about their race proven combos? Why don't they...?



2008 Josh Straub Home | Syclone | Turbo Grand Prix | Computing | Contact
  Last Modified: Thursday, 25-Jun-2009 20:07:51 UTC