DIY PROMDo It Yourself PROM chip burning help. No PROM begging. No PROMs for sale. No commercial exchange. Not a referral service.
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Mine seem high but the truck is dyno tuned and very driveable, I have no problem sending my wife out alone in it, it has excellent manners for what it is.
Before I got it fixed it would lean out and die with increased TPS or MAP. Mine just seem so high to me, what are your AE's at?
Somebody please, this is the 2nd time I had to make a thread like this, my last one got no replies either. It just takes 15 seconds to open your tuner and copy/paste the table here.
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__________________ Dan - ASE certified-A1, A4, A5, A8 This is for all things four wheeled and fast...
95 S10 ecsb-350ci, Ported 906 vortec's, L31 intake, 9.5:1, Crane(.484/.512 216/228 112LSA), Hooker Super comps, 2.5" ORY, E-cutout, 40 series flow, 4L60E, 8.8 f*rd posi w/ 3.73's, 7427 PCM, MPFI mode, $OD, WB02. - Daily Driven!
Last edited by Drumer919; 06-28-2009 at 03:20 PM.
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Mine seem high but the truck is dyno tuned and very driveable, I have no problem sending my wife out alone in it, it has excellent manners for what it is.
Before I got it fixed it would lean out and die with increased TPS or MAP. Mine just seem so high to me, what are your AE's at?
Somebody please, this is the 2nd time I had to make a thread like this, my last one got no replies either. It just takes 15 seconds to open your tuner and copy/paste the table here.
All I can say is TONS of AE for that head, intake, TBI combination. I no longer have my .bin from my setup due to a hard drive crash, but I remember running on TBI it needed a TON of AE. My van needed even more than your S10 likely wants. Mine would lean pop unless it was blowing soot out of the exhaust on the transition from idle to WOT. Even running the Vortecs on a 305 with TPI and starting with a 350 calibration running 28# fuel injectors from a LT4, mine would lean pop on the stock TPI AE settings. I had to play with AE settings and filter settings to get the fuel in and get it in quick.
Heres mine. I had an edel RPM airgap with my TBI, which required corrections based on the actual temperature of the manifold (I had a homemade sensor on the side of the plenum). When cold, it needs tons of AE as the fuel just plops down on the floor of the intake and the incoming mixture stratifies. Like fast said, this required lots of AE to avoid lean misses and poping even though it caused sooting. When the manifold got hot in traffic, no MAP AE was required. This is mainly due to the fact that once the manifold is above the temperature of teh boiling point of most of the components of gas, it cant settle out, so no long term AE is required. you may ultimately find that as the weather changes, you will have to revisit the MAP AE due to the changes in manifold temperature. This was a huge problem for me in the winter before I added the ability to compensate based on manifold temps. The AE would swing from dead lean to pig rich and vice-versa as I drove in traffic.
The settings in the graphs below worked very well for the MAP AE year around. The AE is actually given in injector duty cycle. For reference, each of my fuel injectors flowed around 120 PPH.
Mine would lean pop unless it was blowing soot out of the exhaust on the transition from idle to WOT. Even running the Vortecs on a 305 with TPI and starting with a 350 calibration running 28# fuel injectors from a LT4, mine would lean pop on the stock TPI AE settings. I had to play with AE settings and filter settings to get the fuel in and get it in quick.
Im having that same issue with my setup with the 1000 CFM progressive throttle body. With the stock SFI calibration, the engine actually just shuts off when I open the throttle quickly. With some tinkering I can get decent response on teh primary throttle blades, but If I quickly open the primaries and secondaries, I get a nice resounding bang out the intake. Of course, the newer OBD-II PCMs are inflexible with respect to AE and difficult to patch, so I'll probably have to live with it.
Transient engine operation is always a PITA to tune for.
Dimented: I am seeing that now here in WI. Past week temps 89F. I pulled out 25% of my AE in TPS before the temps rose and I still see 9.9/1 on WB past week on a hard accelleration. When cooler (65F) with 25% more AE before charnge I believe I was like 10.5-11.0/1 on WB. Under hood temps were 90F when cool and now are 140F on IAT. Amazing to see that multiplier for -40C ! I park it when that cold !
Is the only compensation for enviormental temp affecting AE in the IAT vs Coolant tables?
