History of the ultimate chip in one picture

[0966Sy]

I have a 50# L35 heads and 412 cam ultimate radar style.

Also a Phillip long 50# stock motor multichip

 

[fivetodrive]

Re: History of the ultimate chip in one picture

I would love to copy those chips if you are willing! It would be great to keep them with my others!

 

[0966Sy]

I would love to copy those chips if you are willing! It would be great to keep them with my others!

PM me your best offer, they have been stored and hold no sentimental value.

 

[dgoodhue]

Re: History of the ultimate chip in one picture

I have a 50# L35 heads and 412 cam ultimate radar style.

Someone local to me bought Jimmy's 50# L35 412 ultimate. I don't know if somewhere it got swapped or confused with another chip but it had the same exact bins as the stock head/cam 50# ultimate.

 

[0966Sy]

Someone local to me bought Jimmy's 50# L35 412 ultimate. I don't know if somewhere it got swapped or confused with another chip but it had the same exact bins as the stock head/cam 50# ultimate.

This would not surprise me

 

[i8av8]

Re: History of the ultimate chip in one picture

here is mine. eliminated it because i thought it was bad. thought it was way cool!

 

[fivetodrive]

Re: History of the ultimate chip in one picture

Sorry Morgan. This showed up today. Stupid ebay purchase but cheap...



Too bad the label is the wrong way...

Here is the malboro one...

It came with a Buick prompaq might list that on ebay just for grins...

 

[Captain Morgan]

Re: History of the ultimate chip in one picture

$100, not bad. I might try listing mine over the holidays, I don't think I'll miss it

 

[smeagol]

Re: History of the ultimate chip in one picture

Memories...

I miss burning chips. Still have a burner & reader out in the garage somewhere.

 

[fivetodrive]

Re: History of the ultimate chip in one picture

Nice to see you still lurk from time to time! Thanks so much for your contributions!

 

[smeagol]

Re: History of the ultimate chip in one picture

Someone local to me bought Jimmy's 50# L35 412 ultimate. I don't know if somewhere it got swapped or confused with another chip but it had the same exact bins as the stock head/cam 50# ultimate.

If this was indeed the case, it was due to confusion or someone swapping them.

I definitely had three separate forks for the 50# calibrations. Stock motor, L35/cam combo, Vortec/cam.

The goal was to provide some options in terms of fuel tuning. Of course custom calibrations are much better solutions, but code 59 wasn't around then, wideband 02's weren't $100, there were only a couple expensive aftermarket ecu options, and the resources weren't quite as available for the DIY folks. So I eliminated boost control options and added fuel control options. Found my notes on those programs:

The 50lb/hr injector calibrations have been used for several years now. They are a good compromise between an expensive custom calibration, and the poor 2 bar calibrations that were previously available. There are currently 3 different builds that we have programs for. They are:

50lb/hr injector calibration for trucks using the stock motor (or at least stock heads & camshaft) with external modifications (such as larger turbocharger, upgraded intercooler, headers, and so forth).

50 lb/hr injector calibration for trucks using L35 heads with a small cam, with the ideal choice being the Crane Cams Compucam .430” lift camshaft, and the accompanying larger turbo, intercooler modifications, etc.

50 lb/hr injector calibration for trucks using Vortec heads with a bit more aggressive cam, with the ideal choice being the Comp Cams 412 model camshaft, and the same goes for the larger turbo/intercooler bolt ons.

To simplify, these 3 programs have usually been referred to as the stock motor program, the L35/cam program, and the Vortec/cam program.
These calibrations all share some similar features:

3 bar map sensor usage
Wideband 02 datalogging possible
Open loop 02 usage (also allows you to unplug the 02 sensor)
Adjustable fuel curves
EGR function elimination (allowing complete removal of the EGR system)

The program layout is as follows:
Displayed*************** Description
Security******************* No start
Valet************************ Low timing, 4300 RPM rev limit, overboost limits set at 15psi, closed loop, EGR present.* This*program now serves dual purpose as valet as well as emissions program.
All the following programs are open loop, no EGR, codes 12/44/45 disabled, no boost limiter, 5100 rev limit

T1 15psi***************** Street timing (~14 deg at WOT), 18psi,* WOT fueling setting 1* LEANEST

T1 16psi***************** Street timing (~14 deg at WOT), 18psi,* WOT fueling setting 2 

T1 17psi***************** Street timing (~14 deg at WOT), 18psi,* WOT fueling setting 3 

T1 18psi***************** Street timing (~14 deg at WOT), 18psi,* WOT fueling setting 4 

T1 20psi***************** Street timing (~14 deg at WOT), 18psi,* WOT fueling setting 5 

T1 22psi***************** Street timing (~14 deg at WOT), 18psi,* WOT fueling setting 6 

T2 17psi***************** Street timing (~14 deg at WOT), 18psi,* WOT fueling setting 7* RICHEST


T2 18psi***************** Race timing (~17 deg at WOT), 21psi, WOT fueling setting 1** LEANEST

T2 20psi***************** Race timing (~17 deg at WOT), 21psi, WOT fueling setting 2 

T2 22psi***************** Race timing (~17 deg at WOT), 21psi, WOT fueling setting 3 

T3 18psi***************** Race timing (~17 deg at WOT), 21psi, WOT fueling setting 4
T3 20psi***************** Race timing (~17 deg at WOT), 21psi, WOT fueling setting 5

T3 22psi***************** Race timing (~17 deg at WOT), 21psi, WOT fueling setting 6

T3 24psi **************** Race timing (~17 deg at WOT), 21psi, WOT fueling setting 7* RICHEST

These calibrations never quite had enough R&D behind them. Also there were too many variables involved, and speed density systems just don't do well in such a situation. I heard reports of variations between map sensors, let alone owners who had combinations that would deviate from the norm (whatever that was). Different turbo combinations, head combinations (larger valves, ported), cams that were slightly different than the 412, headers versus stock manifolds.

At this time, number of folks doing custom tuning with the right equipment was very small compared to the number of people starting to modify their trucks, and it was a best effort situation. The only calibrations I spent a *lot* of time on were the ones I ran in mine or Ivan's truck back in the day. Those were stock motor setups with stock injectors, and then later on the 50# setup for stock motor. The tuning process was painstaking. No datalogging of wideband signal, no overlays, no live tuning methods. Or they were in their infancy.