Who wants a custom ECM calibration?

[DustyR/T]

I really believe this is priority number one to make any decent gains with additional modifications including turbo. Someone want to bump Cindy and see if she has taken a look at this thread yet?

[DustyR/T]

still no add-ins?

[glhs727]

OK, I guess a poll would be next to determine what years should go first.
BTW I don't know where the $600 figure comes from. The likely cost, if we diecide to do this would likely be in the $250 range.
If interested, I need to know what year is your ca, and how modified is it. i.e. stock, lightly modded, modified, heavily modified.
Thanks,
Cindy

[c2xejk]

'91 Voyager 3L v6 5-sp. Ported head, intake, spacers, 60mm TB, 2.5" exhaust, UDP, CAI. I have dyno plots of where the van is currently. I hope to soon have some upgraded cams.

I would say my van is fairly modified.

Without the spacers, the engine gets lean on the top end and I think that is limiting peak power. With the spacers the curves are shifted left slightly and the engine does not get as lean.

I am in the middle of building a turbo 3L car. The current plan is to go with '93 electronics. I would be looking for a 2 or 3 bar MAP setup...

[Ondonti]

I have SBEC II 1992-1994 wirings but I would swap to whatever electronics I could get the calibration in.

I would preferably want 4 bar but if there is a way to run 3 bar over 30 psi....I have a 3.5 bar MAP in my ownership that I use with my wideband dont have a 3.0 MAP etc. If I could just tap into that signal and run my 3.5MAP that would be great.
72# or 84# injectors.
7500 rpm rev limiter.
191ci Low compression, big lift/duration cams 200+CFM heads and t67 turbo. Assuming peak power would be between 6500-7000 rpms
looking for a 750whp capable cal.

$250-300 or whatever is good enough for my peace of mind.
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If you are going to just do a simple Cal like a 52pp 3 bar SBEII cal etc then i would also go for that because I could use that temporarily till I finish standalone setup on my race car then swap it to my Daily driver. I would just up the fuel pressure a little bit and use my 47# injectors.

I think all of us want to be able to increase the rev limiter especially with turbo setups.

[irocelectric93]

Im running a 93 Iroc daytona. Ported plenum, throttle body, UDP, CAI, will have intake spacers, ported lower intake, wires and thats about it before i stop for a bit...then its turbo time.

[Cromax]

Im a 92 Spirit ES, A543, Ported Plenum, 52mm TB, UDP, CAI, Intake Spacers preety much exact same set up as icoelectric, im sure im in the same boat as alot of us guys with mods, after where we are its either boost or going into the block.. So Id like something for us semi modded guys and would have no problem paying the 250-300 range..

[DustyR/T]

94 duster 5 speed here. Non-EGR. Fairly modded but I want a calibration for my turbo set-up.
Large injectors
Large overbore
Cams (custom re-grind from Crower)
Aiming for 15psi on the boost

What are we to do for the guys w/ the a604? Won't it be more difficult to make a cal for them because the ECM's are different?
, and I just threw a higher number because there is less demand than the 4cyl guys and thus I assumed you would want more for each calibration.

BTW, thanks for responding Cindy. =)

[3.0l Sleeper]

I have the 93 P-body with the 3.0l. I just did the A-543 swap and I left in the A-604 ECM. I stripped out all the A/C components and all the wires and relays, stripped out my ABS computer and wires and the A604 tranny computer and all the wires with no problems.. whats the difference between the a543 and the a604 ECM's.. and if there was a custiom cal done up for the 3.0l n/a id be in.. givin that it was around the 300$ marker... and have the cal for our mods..

[irocelectric93]

Actually id want my ECM calibrated for my future turbo setup like dusty...now that i think about it.

[Ondonti]

I would think the turbo CAL would work fine n/a you just need the proper injectors.

[Tim_K]

There are a lot of people who would like to have a Turbo 3.0, but how many will actually DO IT? Not too many is my guess.

So while a Turbo calibration is important, there should also be a good Stage 1 N/A calibration. Something that Joe Paycheck can just bolt in and see significant gains, assuming he has done some mild mods to help it out.

I have a '93 Shadow ES with the V6/604. Mods are a 52mm TB, K&N cone air filter, ported intake, and 2-1/2" exhaust system.

I WOULD NOT modify the car's wiring to some other year, any calibration I buy will have to be made for a 1993 model year car.

[DustyR/T]

Quote:

Originally Posted by Tim_K There are a lot of people who would like to have a Turbo 3.0, but how many will actually DO IT? Not too many is my guess. So while a Turbo calibration is important, there should also be a good Stage 1 N/A calibration. Something that Joe Paycheck can just bolt in and see significant gains, assuming he has done some mild mods to help it out. I have a '93 Shadow ES with the V6/604. Mods are a 52mm TB, K&N cone air filter, ported intake, and 2-1/2" exhaust system. I WOULD NOT modify the car's wiring to some other year, any calibration I buy will have to be made for a 1993 model year car.

Well, considering the ease and cheap price that Cindy may be potentially offering, swapping to a different year wiring harness would be the least of your worries. You really can't expect to get something so cheap and it to honestly be that easy. The general consensus isn't leaning in any definite direction just yet. But I would say that serious buyers would be looking for serious gains-thus a turbo set-up would be in the works. Just my opinion. Take it for what it's worth.

[Ondonti]

The work to make a good n/a call will get you 95% of the turbo cal. The only difference is going to be the actual calibration.

The work cindy has to do is mostly figuring out what is what in the codes, not making adjustments.

[DustyR/T]

well, she asked what we wanted, so I'm trying to find a common ground to make it useful to the most people on the first go around. Like you said though Brent, a good N/A cal will get us a lot closer. So an aggressive fuel curve with an aggressive timing curve as well as other alterations of closed and open loop should yield a big difference with our engines performance.

Cindy, we all would worship you if you made this a reality and thank you for
keeping us updated.