Performance chip 89' Vette

[birdman11]

Custom "piggyback" style prom chip for 1989 Corvette Auto. Much improved driveability and power over stock. This is a real chip, not aftermarket garbage! Fan temps, timing, fuel, VATS, speed limiters are all customized according your specs/request. $50 includes shipping

 

[Hib Halverson]

Not quite sure I understand the "aftermarket garbage" statement.

No OE calibration uses a "piggyback" prom chip so, but definition a "piggyback" chip must be aftermarket.

 

[birdman11]

Not quite sure I understand the "aftermarket garbage" statement.

No OE calibration uses a "piggyback" prom chip so, but definition a "piggyback" chip must be aftermarket.

Ok, I'm going to set you straight on chips here. Aftermarket chips are pre-made chips by major manufacturing companies like Jet and Hypertech,etc. By law they are NOT allowed to change much from stock. Meaning.... all of your speed limiters, VATS, emission related parameters and most other parameters can not be changed from what GM put in there. Those chips are allowed to change fan temperatures to enable you to run a cooler temp thermostat though, this results in being able to program in more timing(usually only at wide open throttle) and thus avoid engine pinging. The other thing they do is change the air/fuel mixture also, which helps performance wise,but it is still moderate at best. So, basically, these "pre-made chips" have a slight performance benefit,but they are very modest. Now on the other hand. A custom chip can be programmed by a tuner to do much,much more than those pre-made chips can. All factory speed limiters can be removed, highway mode can be enabled (results in much greater mpg), VATS can be disabled,torque converter lockup can be changed, timing curves can be set up much more aggressively than any pre-made chip, fueling, etc,etc and the list goes on. The pre-made aftermarket garbage chips are a "ONE SIZE FITS ALL" kind of chip. Where as a custom chip can be programmed much more aggressively. The problem is all cars are different, you can take 2 C4's identical cars and one would need a richer a/f ratio to achieve its best performance than the other. This is just one example. Another reason why a custom chip is much better than factory is when a person does modifications to their car. A custom chip can be programmed to accomodate these mods and as a result the car runs much better , with more power. Anytime anything is changed on a TPI car's motor then a custom chip will always make it run much better. However, this isn't always easily acheived. Most of the time hours of datalogging is required to gather the info needed for the tuner to properly adjust the parameters within the chip. What you are after are many important details here. One of the main is BLM's. Don't get me started.LOL A good tuner can usually get the car tuned pretty close by using a mail order tune. IF they know the specific car or fuel injection system they are dealing with. Anyway, the factory GM tuning is not set up optimally. GM had to meet the EPA's standards too, and it could not be set up strictly on performance. So, all in all an aftermarket ,pre-made chip is a one size fits all solution, where as a custom chip is custom tailored according to the car owner's specs/datalogs.

 

[birdman11]

Not quite sure I understand the "aftermarket garbage" statement.

No OE calibration uses a "piggyback" prom chip so, but definition a "piggyback" chip must be aftermarket.

A piggyback chip is the same exact chip that is under the GM memcal cover. Your car has a big blue rectangular box called a memcal, the eprom inside there is the actual "chip". That is where the important info is stored. So, instead of sending your memcal away to a tuner like in the old days and having your car out of service for a few days. There are "piggyback" eproms you can buy that are used with an adapter ,like a Moates G1 adapter and what happens is the new piggyback chip(eprom) bypasses the stock eprom inside the memcal. The benefit of this style eprom is that there is no "downtime" on your car while chip is being burned for you and you can revert back to stock at anytime. You can also have several chips, one for track, one for nitrous ,one for street. A nitrous eprom chip is great because the timing and fuel can be set up around nitrous in the chip and you dont' have to retard timing by hand or adjust fuel pressure by hand!

 

[Hib Halverson]

Ok, I'm going to set you straight on chips here.
(snip)

Ok.
So, "birdman 11"...now that you've set me "straight" on chips, why don't you set me straight on what's in your 50 dollar piggy back PROM that's going to make my 89 have "much improve driveability and power over stock."

 

[birdman11]

Ok.
So, "birdman 11"...now that you've set me "straight" on chips, why don't you set me straight on what's in your 50 dollar piggy back PROM that's going to make my 89 have "much improve driveability and power over stock."

Ok, for one, my chips come with a completely re-worked spark curve (for more torque), re-worked torque converter lockup settings(for less lag and more instant throttle response)basically the converter is not locked at speeds lower than 43 mph. Lower fan on/off temps to enable use of cooler thermostat,thus a cooler ,better performing engine, not to mention the less likely the engine is to ping and knock. Remember heat is the enemy in an engine. Revised fuel curve ( better air /fuel ratio than stock) Speed limiters deleted, VATS deleted upon request. More "pump-shot" added helping to give more instantaneous thottle response. Changes can also be made upon request for cars with air pump delete, egr delete, egr trouble code 32 removed also, o2 sensor parameters ,specifically warm up times are increased enabling car to get BACK into closed loop quicker. Torque converter lockup under wide open throttle removed(great for the track and ET times). I am not going to give away all my secrets but I can tell you that most of the performance gained in TPI cars come from fueling and torque converter lockup changes done in the chip. This overall explanation is just a sample of SOME of the changes made to help the TPI cars perform better. There are close to a hundred changes that can be done in the chip. It all depends on what has been done to the car previously. I would need to know this by you filling out a form listing your current mods. Then a custom chip could be created based up on that.

 

[birdman11]

Ok.<br>
So, "birdman 11"...now that you've set me "straight" on chips, why don't you set me straight on what's in your 50 dollar piggy back PROM that's going to make my 89 have "much improve driveability and power over stock."

<br><br

Sent you a PM

 

[Hib Halverson]

<br><br

Sent you a PM

Haven't received in PMs in a number of days but...

Frankly, at this point in time, I'm surprised that people calibrating for L98s have any "secrets". I'm interested to learn what you know that the hundreds, maybe thousands, if folks who've done cals for L98s never discovered.

In re: the "pump shot" biz...how do you know without wideband data whether or not the L98 your doing a cal for is rich or lean at tip-in or during larger increases in throttle opening such that you need to change the "pump shot"?

With respect to lower fan-ons and modified engines, lower fan-ons and lower temp 'stats are great but only if the rest of the cooling system can actually cool down to the thermostat value. If you're calibrating for an engine for which your not sure if it has a bigger radiator, do you leave the spark and KR alone, in case the car does not have a radiator big enough to cool a modified engine during sustained high part throttle or WOT operation?

On spark cal, do you copy the high-octane table data into the low-octane table?

On the TCC work, if the car is not a drag racer and is hi-po street, autocross or track car, do you still change convertor lock-up?

Is all your work with L98 or can you also do chips for 2G LT1, the LT4 and the LT5?

 

[birdman11]

Haven't received in PMs in a number of days but...

Frankly, at this point in time, I'm surprised that people calibrating for L98s have any "secrets". I'm interested to learn what you know that the hundreds, maybe thousands, if folks who've done cals for L98s never discovered.

In re: the "pump shot" biz...how do you know without wideband data whether or not the L98 your doing a cal for is rich or lean at tip-in or during larger increases in throttle opening such that you need to change the "pump shot"?

With respect to lower fan-ons and modified engines, lower fan-ons and lower temp 'stats are great but only if the rest of the cooling system can actually cool down to the thermostat value. If you're calibrating for an engine for which your not sure if it has a bigger radiator, do you leave the spark and KR alone, in case the car does not have a radiator big enough to cool a modified engine during sustained high part throttle or WOT operation?

On spark cal, do you copy the high-octane table data into the low-octane table?

On the TCC work, if the car is not a drag racer and is hi-po street, autocross or track car, do you still change convertor lock-up?

Is all your work with L98 or can you also do chips for 2G LT1, the LT4 and the LT5?

There is a form for you to fill out , listing ALL of your vehicle info, any mods you have done to the car. This is a mail order type service,yet I usually get them right on the first try due to my experience Some of the time a re-burn is needed ,and I do provide that free of charge. Yet this situation is very rare.