ULTM8Z

For anyone who received Miniram start bin 2.0, please email me for the 3.0 or make the following update.

https://www.thirdgen.org/forums/diy-...ml#post6144411

There's a "bug" in 2.0 with a value I was using for Minimum MAP for Power Enrich (in the constants values). The thread in the link above is quite long, but the 20 kPa I used was based on an incorrect assumption about the $8D code. The 20 kPa value will cause the PE mode to intermittently drop out.

For Miniram Start bin 3.0, I've put it back to the factory $8D value of 91.9 kPa. I'm currently running 50 kPa on my car now and it likes that value. However, I'll let the user tailor it to his liking.

Again, you can fix this on your own, or I can e-mail you an updated bin.

ULTM8Z

Miniram start bin 4.0 is now available for whoever wants it. ultm8z@yahoo.com

It's derived from S_AUJP. version D.

IMPORTANT DISCLAIMER: I'll offer this to whoever wants it. However, anyone who uses this bin uses it at their own risk.

I made some update to the previous Miniram start bin based on some latest things I've learned recently. Also listed below are some basic highlights. When I send over the bin, I'll include an excel file showing what exactly I changed from the as-received S_AUJP bin.

1.) I have the AE delta TPS fueling now triggered at 0.39% change in TPS position (the lowest value allowed I think). Stock is 1.17%. It may not seem like a lot of difference, but with that big plenum and larger throttle bodies, you want the AE to come in as near instantaneously as possible. It made a noticeable improvement on my car anyway.

2.) Uses the LT4 Corvette timing map. Power enrich spark advance is zeroed out. So the main spark table is basically "what you see is what you get" for total timing.

Note: This is a pretty aggressive timing MAP. This Miniram bin assumes a factory HEI module for the factory spark latency settings. So it is highly recommended to run a spark latency test as described in this thread (particularly if you have an aftermarket module). Otherwise you run the risk of either not getting the full benefit of the timing map (distributor producing less actual timing than what's being commanded) or triggering detonation and knock retard (distributor producing more actual timing than what's being commanded).

https://www.thirdgen.org/forums/diy-...ml#post6403022

3.) Zeroed out the table for SPARK ADV, Temp. Correction .vs. Load .vs. Temp. (setting everything to 0 in Tunercat results in a value of 20.04 in Tunerpro... FYI).

4.) For the VE tables, I'm Ieaving it as the S_AUJP (which is basically factory GM VE tables). The user should derive the correct tables for his application by tuning for 128 BLM's.

5.) Fast O2 rich/lean thresholds (for non-idle)- Changed the values such that they generate a curve more like you'd expect....i.e., Leaner O2 threshold values at lower MAP's and richer thresholds at higher MAP's, much like the factory LT1's are doing. The TPI values for whatever reason had a bell shaped curve where it started getting leaner at high MAP's (which doesn't make sense to me). These settings will influence the BLM's, so when you do your VE tables tuning, the VE table values will be tuned around these new threshold values.

After tuning the VE tables, you'll need to go back and touch the Open Loop and Power Enrichment tables. Definitely will need a WB O2 sensor to do this.

6.) Accelerator Enrichment tables - Changed everything to factory LT1. Except for the following instances

- AE Delta TPS PW Factor vs Async Pulse - 1.25 at Pulse 3 and .25 at pulse 4. Factory LT1 was 0 from pulses 3 to 8.
- Kept the TPI AE Delta TPS Scale factors of .125 from S_AUJP. The LT1 doesn't have parameters for this, so just left it as default.
- AE Delta MAP Scale factor vs %TPS - the LT1 doesn't have this table. It allows you to tune AE delta-MAP depending on the current throttle position. However, from my experience, the more the throttle blades are already open, the less delta MAP AE you need for additional delta-MAP events. So the table gets leaner for higher TPS% values. If found a more crisp feeling throttle by doing this.
-AE Delta TPS filter coefficient vs RPM - The TPI's have .063 for every RPM in the table. The LT1 had one scale factor of .141. However, my experience ended up with .129 at idle speeds increasing to .137 at higher RPMs. The lower the value, the larger the AE delivery.

5.) Highway mode is deactivated. I've raised the min vehicle speed to 200 mph. If the user wants to activate it, he should get a wide band O2 and set the highway mode AFR's accordingly.

6.) Minirams don't use EGR, so I set the enable %TPS to 99% and disabled the error flag so you won't get a trouble code.

7.) Running a Miniram will force you to relocate the MAT sensor into the air duct. At which point, the INT MAT Lookup Delta Multiplier vs Airflow Table needs to be disabled. Can do a search on this topic for why this is.

Some things that the user will have to tune for their engine combo...

VE tables
Power Enrichment tables as well as the TPS% and MAP thresholds for entering PE.
Open Loop tables
Injector constant
Injector voltage offsets if using non-stock injectors
Displacement constant (if not running a 350/5.7L)
Highway mode fueling if desired

TTOP350

iTrader: (8)

So you're saying my stock tpi tune sucks for my setup? Lol

ULTM8Z

"Sucks" is in the eye of the beholder...lol. A tune is only as good as how satisfied you are with it.

BHR

Anyone have info for 1996 corvette lt4 Injector constant and Injector voltage offsets

ULTM8Z

Here's what's in the LT4 calibration.

ULTM8Z

Ok, another major update....

As it turns out, you can actually run the LT1 VE tables and the Inv MAT and MAT Compensation Count tables as-is from the DA3 code and get really close... and I'm running a 383 to boot (albeit with the displacement constant set for that engine size). I had been playing around with the MAT tables on my earlier bin just wanting to understand them a bit more and then literally stumbled across that discovery...

https://www.thirdgen.org/forums/diy-...ml#post6494521

But given with the Miniram and other short runner style intakes you have to relocate the MAT sensor, having the LT1 tables literally be a copy & paste will save a TON of tuning work.

In post #2 in this thread, I said this...

This can be done if you want to run it like that (in that linked thread, there's a lot good info about it from RBob, SbFormula, 84Elky, and the other code experts), but GM actually had the Inv MAT table enabled in the DA3 code, despite the IAT sensor being in the air duct (and not in the metal manifold like the TPIs). Matter of fact, even in the $EE code (for the LT4 Corvette bin I also have), it's also enabled.

Any rate, I think the car runs a little better with it enabled and working with the VE and MAT Compensation Counts table as a "complete package".

profootbrake2

How well would this work with a stock ZZ4 with a mini ram

ULTM8Z

I would imagine it'd run ok as a starting point. May need some tweaks here and there.