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Well guys I'm digging deeper into tuning land and I'm having a few issues. I had another post earlier this week but I've got that situation worked out (thanks for all the help) so here's my next question. What exactly do these tables do and what should I do with my certain situation....
Well now on to my problem. I've been tinkering with my AE RPM and CTS mulitiplier tables to try to fix a "moderate" acceleration issue. If I give it alittle gas the engine will go a touch rich but soon, as I keep going it will start to lean out to like 16.1. I'm thinking my TPS AE might be ok but as the MAP AE catches up it leans out. What should I do to go about fixing this? The car feels like an absolute dog right now. It was fine when it was 100 degrees outside but now as it has gotten done to the 40's and 50's it runs like a turd. I only run in open loop so anything closed is out of the question just for alittle fyi.
Some help with this would be awesome.
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305 tbi, Ultimate TBI mods, March UD pullies and Brackets, Proform Electric WP, ACDELCO EP241 Fuel Pump, TNT Spacer, Inj Pod Spacer, Gasket matched and 2" Bored Edelbrock tbi intake, Xtremefi AFPR, Gasket matched and Ceramic Coated 2055's, Hooker 3" Aerochamber catback, LS1 Aluminum driveshaft, Homemade Open element, Comp 1.6 roller tip rockers, Edelbrock STB, Tubular LCA's & Panhard bar, E.S. Bushings, UMI LCARB's, Wonderbar, Eibach Pro-kit Springs, MSD 8.5 wires, MSD 6A Ignition Box, MSD blaster coil, A/C & Smog delete, Excessive weight reduction (2860lbs), GM 3.42 gears, Moser 26 spline axles, Powertrax noslip locker, Summit diff cover, TH700R4 transgo shift kit, Corvette servo, Permacool tranny cooler, Sonnax TV Spring kit, Aluminum Drums, Nitto NT555R Drag Radials, EBL and Zeitronix ZT-2 for the tuning.
Future plans are a Edelbrock RPM intake, 46mm Xtremefi TBI, ZZ4 cam, Ported ZZ4 heads and an EDGE 3200 stall going in after I learn how to tune.
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Otherwise it becomes easy to drown the engine. The parameters listed above are in the calibration doc and are easy to understand.
More important is why is the engine suddenly requiring additional AE. You did mention that it is getting colder. Is the engine also running colder? Is there an active water jacket around the intake manifold plenum? Is the IAT located in the intake air tract where it isn't affected by the engine heat?
If the engine is running colder then the place to make the change is the AE - CTS compensation table (AE - CTS Multiplier %). And/or the MAP filter table (AE - MAP Filter). Both are based on the engine coolant temperature.
I changed these once when I modified the EBL.bin and pretty much left them as is.
AE map qual I believe allows AEmap to occur above that setting. 2.19. so your AEmap is enabled to occur.
AE<tps double map threshold. not sure. I left it alone. It may allow 2X amount of AE above that TPS%. My guess
AE>TPS% double. this one is important in that I disallowed 2X AE by setting at 100%. was at 65%. so in EBL bin I believe 2X amount of AE is done above 65% and I did not want that.
AE-TPS theshold. 1.96 so AE occurs above that %. I left alone. So a small amount of AE% alllows AE.
AE IAC. I thought this was important to me. Any IAC opening injects additional air. Like a forced vac leak. with air you need fuel. I wish I knew when the IAC moves! Obviously it is open on crank, cold crank, cool coolant, idle speed. AC on, etc.
I wanted more fuel in manifold so I doubled it from EBL. I have a larger TBI, intake and intake port in head so I felt it was needed to keep it wet.
Do you have IAT? Today the air was 40F. The intake is very much colder per the log. like twice as cool as at 80F out side temps. But coolant stays same 190-195. I think IAT helps AE to a point.
AE RPM mult %. I found I needed negative numbers in RPM above 2200 rpms. AE was way too much due to FP and 80 lbs.
AE map filter. I increased % to load up the AE over less time. I hope that is correct !
same on AETPS filter. The AE event is no longer as long in time. It is pretty much there and gone. By allowing the event to be longer in time you need more AE in tables as it is spread out over time. Again I hope that is correct.
Otherwise it becomes easy to drown the engine. The parameters listed above are in the calibration doc and are easy to understand.
More important is why is the engine suddenly requiring additional AE. You did mention that it is getting colder. Is the engine also running colder? Is there an active water jacket around the intake manifold plenum? Is the IAT located in the intake air tract where it isn't affected by the engine heat?
If the engine is running colder then the place to make the change is the AE - CTS compensation table (AE - CTS Multiplier %). And/or the MAP filter table (AE - MAP Filter). Both are based on the engine coolant temperature.
RBob.
The engine is running a tad colder due to the electric water pump I just put on. It cools a ton better than the Stewart pump I had. I'm running the 3704 Edelbrock TBI intake right now so it is a heated manifold. My IAT is located in my air cleaner like it was in the stock location.
Cool (oh, bad pun), with the engine coolant temperature being lower use the AE tables based on CTS. Adjust them in the areas that the engine now runs at (CTS wise).
Increasing the CTS Multiplier will increase AE.
Decreasing the MAP filter based on CTS will increase both the volume and duration of the AE.
one thing I noticed tonight was that my IAC at idle is @ zeo counts. Does that mean I might have a vac leak? Also I RAISED my MAP filter 15% (divide by .85) and it seems to run alittle better. If I changed my AE do I have to do another VE Learn?
Most likely there is a vac leak, or you have your throttle set screw turned to much. Not that it matters since it does the same thing, just personal preference, but multiplying by 1.15 is the same as dividing by .85.
__________________ 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!
