MTCFORUM
02-13-2002, 09:14 PM
I'll try to explain what these are and why they are there. There is much confusion about them, like one makes more power than the other, one can't be cracked, etc. In truth, very few, if any, on the outside, know what these really mean and how that impacts a "chip".
The Federal government, and CARB, require each unique calibration to be identified in some fashion. Also, CARB says that if the check engine light comes on, for the same cause or code, in .5% of all cars produced, they must be recalled. But, the recall is based on calibration, or catchcode. So, the government/CARB almost encourage multiple catchcodes. For example, almost all Mark 8's from a given year, no matter what axle or emission package (CA or Federal) could use the same calibration. But, the more they can be broken up, if the lights do come on, then you minimize the cars you have to recall.
So, now lets talk a little about EEC operating systems and software. Let's relate the operating system to the operating system of your computer. You have options like WIN 3.1, WIN 95, WIN 98, WIN Me, WIN 2000 WIN XP, Linux (and all their versions). Now you can run all kinds of different kinds of software on different operating systems, but there are some things that are incompatible. Newer software wont' work on WIN 3.1, etc.
The EEC is similar. There are literally hundreds of different operating systems for EEC-V's. A lot of times, each different type of vehicle has a different operating system. Now within a given operating system, you can have a bunch of different calibrations, or different spark tables, fuel tables, shift curves etc. For example, the 1996/97 4.6L T-bird uses the same operating system as the 1996 4.6L Mustang. There are alot of calibration differences (you may call these tuning differences, but us on the inside call these calibration differences) but the same operating system.
Now let's talk about how this relates to the Mark 8. In 1993 when the Mark came out it used one operating system, but after about 1 month of production they switched to a different one to fix and error (much like Microsoft does). Then they used that same operating system from about december 1992 all the way through the 1995 model year. So, a chip I made for a 1995 Mark, will work on any car with the exception of the early Marks. All 1996 Marks used the same operating system no matter what the catch code. So if you ask me about your 1996 catchcode, my answer will be I can do that no matter what, it's all the same operating system. That means I can take Theo's calibration and turn it into a chip for any 1996, period. Now the stickest year is 1997. There were 4 different operating systems through that year, and, to top it off, if you had your car worked on at a dealer, it could be reflashed with the 1998 calibration per a TSB that was out. There was only operating system for 1998.
Now, let's talk about the total number of catchcodes and how they come about. Let's take 1998. There are two different axle ratios available in these cars, and two different emission packages, CA and Federal. So, two times two is 4, that means the minimum number of catchcodes available in 1998 is 4. When you get to 1996, there is also a total of 4 as a minimum, but within the same operating system, there were 2 changes after Job#1, to fix little things like cold starts, there was a transmission 4-2 kickdown issue and the original calibration. So, with 2 changes plus the original calibration, that makes 3. So 3 times 4 means there are a total of 12 catchcodes out there for 1996, but they can all use the same chip since they all have the same operating system.
Make sense? Any questions?
jerry
The Federal government, and CARB, require each unique calibration to be identified in some fashion. Also, CARB says that if the check engine light comes on, for the same cause or code, in .5% of all cars produced, they must be recalled. But, the recall is based on calibration, or catchcode. So, the government/CARB almost encourage multiple catchcodes. For example, almost all Mark 8's from a given year, no matter what axle or emission package (CA or Federal) could use the same calibration. But, the more they can be broken up, if the lights do come on, then you minimize the cars you have to recall.
So, now lets talk a little about EEC operating systems and software. Let's relate the operating system to the operating system of your computer. You have options like WIN 3.1, WIN 95, WIN 98, WIN Me, WIN 2000 WIN XP, Linux (and all their versions). Now you can run all kinds of different kinds of software on different operating systems, but there are some things that are incompatible. Newer software wont' work on WIN 3.1, etc.
The EEC is similar. There are literally hundreds of different operating systems for EEC-V's. A lot of times, each different type of vehicle has a different operating system. Now within a given operating system, you can have a bunch of different calibrations, or different spark tables, fuel tables, shift curves etc. For example, the 1996/97 4.6L T-bird uses the same operating system as the 1996 4.6L Mustang. There are alot of calibration differences (you may call these tuning differences, but us on the inside call these calibration differences) but the same operating system.
Now let's talk about how this relates to the Mark 8. In 1993 when the Mark came out it used one operating system, but after about 1 month of production they switched to a different one to fix and error (much like Microsoft does). Then they used that same operating system from about december 1992 all the way through the 1995 model year. So, a chip I made for a 1995 Mark, will work on any car with the exception of the early Marks. All 1996 Marks used the same operating system no matter what the catch code. So if you ask me about your 1996 catchcode, my answer will be I can do that no matter what, it's all the same operating system. That means I can take Theo's calibration and turn it into a chip for any 1996, period. Now the stickest year is 1997. There were 4 different operating systems through that year, and, to top it off, if you had your car worked on at a dealer, it could be reflashed with the 1998 calibration per a TSB that was out. There was only operating system for 1998.
Now, let's talk about the total number of catchcodes and how they come about. Let's take 1998. There are two different axle ratios available in these cars, and two different emission packages, CA and Federal. So, two times two is 4, that means the minimum number of catchcodes available in 1998 is 4. When you get to 1996, there is also a total of 4 as a minimum, but within the same operating system, there were 2 changes after Job#1, to fix little things like cold starts, there was a transmission 4-2 kickdown issue and the original calibration. So, with 2 changes plus the original calibration, that makes 3. So 3 times 4 means there are a total of 12 catchcodes out there for 1996, but they can all use the same chip since they all have the same operating system.
Make sense? Any questions?
jerry