Man ...I may need to do some reading.  I still haven't figured out how to write that BIN file to a virtual drive let alone figure out what 0000h to FFFFh means ha. 

0000h to FFFFh is the address range in hexadecimal (0->63355). I did get as far as writing an IDAPro script for the H8/536 processor and running it through the disassembler:

http://www.rhinopower.org/ECUs/71EC1/docs/ee93.asm

Quote from: bentparts on March 05, 2012, 03:13:55 PM

I don't remember the part numbers offhand, but I'm running 210 cc injectors out of a V6 Nissan Pathfinder. I also contacted an injector supplier from one of the ebay sellers and he was quite helpful in cross referencing  the plug style and sizes ( ppm, etc) so the ones he sent me fit like stock right down to the electrical connection.

On your turbo setup?  How much boost are you running with those injectors... and do you have an adjustable FPR?

Only 8lbs, ( but that's easily adjustable) FPR adjustable and set up to 47lbs. The additional alcohol injection allows much more boost and stock timing without knock, ping or overheating. I think I could easily go to 10 lbs but I'm more concerned with the engine internals holding up. Fueling is no longer an issue since adding the H20/ ALC injection, in fact it runs better than it ever did, even after removing the intercooler heat exchanger, no longer even necessary. I'm going to convert the tank and pump from my air to liquid intercooler setup just to store an additional 2+ gals of my injection mix.

Quote from: zuki1018 on March 06, 2012, 07:58:09 AM

Man ...I may need to do some reading.  I still haven't figured out how to write that BIN file to a virtual drive let alone figure out what 0000h to FFFFh means ha. 

I suppose even if i get this file figured out, the factory ECU's do a lot of math from many sensors to calculate a spark curve.  I would have to reverse engineer it to get it into a usable Megasquirt input (12x12 RPM and MAP based table). 

I would expect the primary spark table to be 16x16 with a non-linear RPM axis, thats how the 8V ECUs of the same period are setup. There are fewer parameters for the spark than for the fuel but there are a lot of back-up/default values to keep things running in the event of a sensor failure. The 16V Track/Kick ECU is pretty sophisticated but not on a par with the Baleno/Esteem ECUs which use a 16-bit dual core processor.

We ran a spark map yesterday that was linear.  We did a max timing of about 30deg at 100kpa linear across the RPM range.  Once it when above 100 (on boost) i backed off timing to about 22 at 150kpa (5-7psi).  i think its a bit too soft but a good starting point to avoid detonation.  Sure isn't a fool proof method of timing an engine from scratch.  It would just be nice to have the spark curve close to factory in the correct RPM/power ranges... then all i need to worry with is retarding things above the 100kpa