Advanced PFI- Socketing & Calibrations.
ECU Socketing and conversion
Below are some of the more
popular prom images of the operating system/engine parameters of LM/SMECS/SBECS.
Using these any competent electronics tech with a eprom burner can convert
a TI ECU to TII specs-
86 Turbo I Logic Module to
86-87 GLHS Turbo II
87 Turbo I Logic Module to
87 Turbo II CSX/Daytona
88-89 Turbo I SMEC to Turbo
II
It's a simple matter of getting the EPROM socketed and then getting the software "burned" to the chip and popping the chip in. The 87's are the easiest to do due to the fact it's a single chip and the circuit board isn't "potted".
The SMEC's & SBEC's are also single chip but you have to do a little digging because they are sealed with isocyanate epoxy which is nasty stuff- When heated with a soldering iron, it releases a isocyanate gas. ALWAYS wash your hands after contact.
I saved the 86' information for last because it's a little more difficult- see the steps below.
1) Remove both chips in the lower left hand corner of the Logic Module circuit board.
Some late-86 Turbo I LM's have the "dual e-prom" setup already as seen in the picture on the right. E-PROMS are erased when exposed to ultraviolet light, that's why they have the decal covering the chip windows.
2) Toss the lower chip if it has no little window with a decal covering it- It's a prom with the Turbo I "operating system" permanently burned into it and of no use to us if we are going to be using the module for TII. You will need to obtain a #2764A E-PROM for the lower socket just like the upper one, this is available "over the counter" from an electronics supply house for $5 or you could just extract one from any spare 85-86 Logic Module. I found everything I needed at the first place I stopped at- this is all easy to find stuff!
NOTE: I'm told it's generally best if you replace any de-soldered EPROM's... I do know people have excellent luck reusing them however.
3) Get the two chip locations on the circuit board socketed with "machine screw" sockets, they are about $2 each for the good ones you need (or get ZIF sockets which are only a dollar more and much easier to deal with when it comes time to swap chips in and out PLUS you never have to worry about the chip vibrating out). The lower socket will now use the same chip as the upper socket. You can see the four unused pads in the picture above with the stock unmolested TI circuit board.
Machine pin socket on left, 2764A in middle, Zero Insertion Force on right
4) Get your EPROM's burned with the files below and snap them in place, enjoy!
5) Now that your LM is socketed
you will be able to change calibrations with ease.... as they become available.
Stock calibrations-
86-87
GLHS
87 Turbo
II Daytona
88
Turbo II Daytona
89
Turbo II Daytona
89-90
VNT
91
Turbo III
The Turbo III calibration is only here for reference- It can only be used with a 91 Turbo III SBEC.
A NOTE ON CALIBRATIONS.
Chrysler has copyright on them- lock, stock & barrel. Changing the copyright notice gives you no legal right to sell them, reverse engineering to learn how the code works gives you no legal right to sell them. The only way you can legally sell calibrations is if you completely rewrote the code so it used NO Chrysler codebase AT ALL. You can however legally charge for the time it takes to get ECU's socketed and labor time it takes to get the calibration done for your particular vehicle. I have spoken to engineers at Chrysler and they were very clear on the subject- We do NOT license codebase to outside vendors, it's considered trade secret and treated as such.