When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
DFI and ECMDiscuss all aspects of DFI (Digital Fuel Injection), ECMs (Electronic Control Module), scanners, and diagnostic equipment. Fine tune your Third Gen computer system for top performance.
Ok i have got the hang of things and got the car running on my own tune, which is a modified version of one that i had made.
I am running Bosch Gen III 0-280-155-700, 19/lb injectors. I found that they are rated 19/lb at 43.5 psi 3bar.
Mostly all i am able to find is BPW offsets for 42, 43.5 and 44 psi, i need some help as to calculate BPW for 46-47psi as my fuel rail pressure with vacuum hose OFF is 47psi on the stock regulator. I also have my LOW BPW Correction 0.00'ed out. I created a spreadsheet for the injector PW from information i found on the web which i will attach.
If the injectors would be larger than 19/lb at 47psi can you tell me how you came up with the larger fuel poundage.
Car runs awsome with the tune although the factory 20gal/hr fuel pump isnt able to keep up at top end which is fine i have a new pump ready to be installed this weekend.
I also need help with BLM, iv read where people are going in at certain places in the code and changing the BLM, where would i change this at on the $88 code mask, i am very familiar with the Parameter Tree. Most threads are talking about the $A1 mask and the $8D mask for obvious reasons i guess.
Unfortunately it appears that the injector compensation data for those injectors is not available. If you do find a data sheet let me know, I can crunch the data for you.
As for changes to the BLM, those are just limits to how far the long term fuel trim (BLM) can move. Usually doesn't need to be changed. Same with the max allowed AFR and the stoich value.
Do you happen to know why the ECM doesn't like to see RPM in x100 format "example 400,500,600,700" so forth and as to why most all tunes are stopped at 4800rpm?
So i can change the .XDF table to show every 25rpm from 400-6400 in the Main spark table and the ecm will accept it? I had it showing every 100rpm and the ecm didnt seem to like it much.
Also i finally made a nice tune that with the $88 that the 3.1L v6 actually enjoyed and also gave me a very nice smooth idle. Here is a few pics of the tune, i was very impressed. If you see anything that could be of help please say so as i am new to tuning.
So i can change the .XDF table to show every 25rpm from 400-6400 in the Main spark table and the ecm will accept it? I had it showing every 100rpm and the ecm didnt seem to like it much.
Can't do that, the XDF has to match the actual table layout. Here is that table:
The engine internals are stock yes, 155psi compression on all cylinders. The mods i have done are 19"lb" bosch gen 3 fuel injectors, 56mm throttle body from a fwd 3400, port and polished upper and middle intake manifold with custom spacers, MSD ignition coil, MSD 500ohm/in custome wires, with NGK iridium plugs, gutted TPI air box with custom made ram air to the front nose grill, custom 2.5" exhaust with no CAT.
I believe that covers all of my engine mods, also ill be installing a new fuel pump that offers more GPH and will be installing 24"lb" bosch gen 3 injectors in a few weeks.
Hex editing, im sure i can handle.
Last edited by Armored91Camaro; 07-29-2015 at 09:56 AM.
Reason: .
So if i right click on the Main Spark Advance Vs. MAP Vs. RPM table and edit parameter xdf to extend the map and rpms by 25rpm from 400-6400 that will not make a difference? Sorry for sounding crazy i just need clarification.
So if i right click on the Main Spark Advance Vs. MAP Vs. RPM table and edit parameter xdf to extend the map and rpms by 25rpm from 400-6400 that will not make a difference? Sorry for sounding crazy i just need clarification.
It will make a difference, but not for the better. If you do that and use that XDF it will corrupt the BIN. As it won't be editing the correct areas.
Are you using BAWX? That is the latest calibration for the '90 - '92 3.1l engine with the T5.
I believe that covers all of my engine mods, also ill be installing a new fuel pump that offers more GPH and will be installing 24"lb" bosch gen 3 injectors in a few weeks.
nah im not going boosted, just going with larger injectors and replacing the fuel pump so it will be able to keep up also future plans for a v8 in 3-5 years. The motor as is, is very strong laid down a very nice 17sec 1/4 mile with a bad fuel pump and a clogged catalytic convertor about 3 weeks ago. Yes 17 is slow but considering i have added about 70-lbs in subframe connectors and was running with a clogged cat and a fuel pump that couldnt keep up and heavy *** steel true corvette rally wheels that is amazing, considering my wifes 2014 dodge dart with with 185hp 2.4L tigershark ran an 18 sec 1/4 mile.
Plus the BAWX you the mentioned is from an older 1990 camaro, mine is a 91 and the original code is ARPK i believe, iv been thinking about grabing the info from my original chip.
I used the compare tool, i see that things have different ID's also there is a bunch of addresses that say "Item Not Defined" highlighted in blue. Is the "Item Not Defined" items that tunerpro cannot read or what?
I used the compare tool, i see that things have different ID's also there is a bunch of addresses that say "Item Not Defined" highlighted in blue. Is the "Item Not Defined" items that tunerpro cannot read or what?
They are parameters that are not in the XDF file, IOW, undefined.
How would i go about defining them in the XDF file. Also how i do edit the .bin to extend to the 6400rpm range. I used tunerpro to find the location of the main spark area which starts at 00000000, i went all they way to 00000400 before i said the heck with finding the end lol
Right click on the parameter tree and select the "Insert New XDF Parameter." Then fill in required information. Instead of increasing the size of the SA table, can use the slope parameters to add SA as the RPM increases beyond 4800 RPM:
The slope adder starts at 4800 RPM and continues to the max slope RPM where it flat lines.
A good change is to disable the cat-con arson mode. It doesn't always work correctly, change these two parameters to the max value (4 bytes total in hex editing):
Code:
L83E7 FCB 255, 255 ; 705c, 690c, hyst pair for moderate overheat
L83E9 FCB 255, 255 ; 801c, 744c, hyst pair for severe overheat
I was looking through the patches and realized that I put together a patch file. This gets assembled and then applied to the BIN via a S19 patch utility. Doing these by hand is too error prone, way too much to hand edit.
Although there is one that can be done, it changes how the INT reset occurs during AE and PE modes. The result is better throttle response on tip in, and in rolling into the throttle and entering PE mode.
how to find out what the new xdf parameters are? do i just do a compare bin with different xdf files?
I suggest that you head over to the DIY_PROM board and start reading. Up in the Tuning Guide Book sticky first. Then search the forum threads for particular topics.
fok i will. Also i noticed that if i change the SA table from string 0x7F to any of the other tables say the very first one 0x00 and copy all of my info from the 0x7F table over the 0x00 table it changes everything from there forward and if you view the 3D data viewer chart and scroll through all of the charts you can see how much more effect it seems to be on the SA. I dont know how the car would react to this change as it does make me curious enough to burn a chip and see what happens
ok so figured out everything has an address, i just had a retard moment and starting looking at all of my other tables..my main SA table is at location 0xF7,i cannot edit anything beyond this address as it will edit other things within the bin..haha
Last edited by Armored91Camaro; 07-30-2015 at 04:52 PM.
nah im not going boosted, just going with larger injectors and replacing the fuel pump so it will be able to keep up also future plans for a v8 in 3-5 years. The motor as is, is very strong laid down a very nice 17sec 1/4 mile with a bad fuel pump and a clogged catalytic convertor about 3 weeks ago. Yes 17 is slow but considering i have added about 70-lbs in subframe connectors and was running with a clogged cat and a fuel pump that couldnt keep up and heavy *** steel true corvette rally wheels that is amazing, considering my wifes 2014 dodge dart with with 185hp 2.4L tigershark ran an 18 sec 1/4 mile.
Very nice. I did quite a bit of tuning to my 3.1 when it was naturally aspired but that was after cam install and port/polish the heads. It's nice to see somebody tuning a 3.1 liter. My camaro ran about 17.1 and high 16s in the 1/4 mile dependent on da when it was dead stock but I can see by your trap speed that you hp is light. Your density altitude is probly higher I would imagine, let alone the extra weight from the sub frame connectors. Nice though. I'll be following the thread.
@fasteddi, im sure it would have been faster, it was my first time ever dragracing at a dragstrip (1st pass ever). i was .6 something late leaving the light. The subframe connectors added between 70-80-lbs, but now the corvette rally wheels added more than that to the car one corvette rally weights as much as two stock wheels lol. Its not bad im happy i always said it was a 16-17 sec car and it laid it down easy even when it kept loosing power between 45-4800 on top end 3rd-4th, im trying to tune this part out/ hoping that the new fuel pump i put in last night will help it.
So this weekend i installed the new fuel pump, the car seems to run a-lot better. It still falls short in higher RPM around 45-4800rpm. The wife said it smell extremely rich out the exhaust and is similar to sticking you face in-front of a gas nozzle. So i adjusted the VE ADDER table, i adjusted it up nothing happened, adjusted it down nothing happened. Gave it more timing still the same. So i gave up on all of that.
I then see a table called POWER ENRICH MODE AFR vs RPM, I noticed it started out very lean the lower RPMs and got extremely rich in the upper RPMs 13.10-11.60. My logical thinking was rich at top end lets lean it out a bit, so from 3200-rpm which is at 12.50 i went with 13.00 across the board from 3200-6400 now it will goto 5500rpm in 1st then 45-- in 2nd, but if you in 2nd and just stomp on it it will goto 5500 then 4500 in 3rd and all you can smell is rich exhaust..i did atleast10-15 different tunes messing with this even as high as 13.50 across the board and did gain any rpm just wanted to stumble/jerk around.
Then i goto thinking Bosch gen 3 "EV6" injectors flow more fuel at lower mv "BPW" so i called bosch and told me they nolonger support this type of injector since 2012 its now a motorsports fuel-injector. They gave me a number to call for some information and they guy i talked to was awsome he gave me the proper specs for the 0280155700 injectors as far as the flow specs go. Then gave me another website to goto which gives a rouch estimate of what type of voltage the injector should be ran at but is different for every ECU since every ECU uses different injector drivers. So atleast he got me a good starting point. I took his info and used it to get the final calcualtion results for the flow rate. He only gave me grams and CC.
the Bosch GEN 3 (III) "EV6" injectors flow rates are as follows:
Grams: 150g
CC: 215cc
LBs/hr: 19.84-LB/hr @ 43.5psi 3-bar "300kpa"
Bar rating: 1-8bar compatible
The msec or usec i will be using is as follows in the "BPW Offset vs. Battery Voltage" table: 25.6v-0.00 24.0v-30.52 22.4v-91.55 20.8v-152.59 19.2v-213.62 17.6v-274.66 16.0v-488.28 14.4v-701.90 12.8v-946.05 11.2v-1220.70 9.6v-1525.88 8.0v-1922.61 6.4v-2380.37 4.8v-671.39 3.2v-671.39 1.6v-671.39 0.0v-671.39
I then opened up the "Low BPW Correction Vs. Pulse Width" table and put 0.00 in all fields. For now im going to leave my "Power Enrich Mode AFR vs RPM" table at stock settings and see how the car likes these adjustments i have made.
Changes are as follows: Scalars:
Initial Spark Advance: 14.06 "current base timing with est wire unpluged"
Fan 1 On Coolant Temp, Low MPH, A/C off: 100.25c
Fan 1 Off Coolant Temp, Low MPH, A/C off: 92.00c
Fan 1 On Coolant Temp, Hi MPH or A/C on: 104.75c
Fan 1 Off Coolant Temp, Hi MPH or A/C on: 95.00c
Minimum idle for block learn: 450rpm
Fuel Cutoff RPM: Max-out
Fuel Cuton RPM: Max-out
Fuel Vehicle Cut-off Speed: MAX
Fuel Vehicle Resume Speed: MAX
Minimum EGR duty cycle : 0.00%
Power Enrich Enable MAP Hysteresis: 11.09kpa
Highway mode fuel enable speed: 65.00mph
Highway mode fuel disable speed: 50.00mph
A.I.R. Enable coolant Temp. Threshold: Max-out
Injector flow rate: 19.84
Flags: Egr Diagnostic (error 32): not checked
Tables: Main spark table: Used stock SA table but adjusted 400-800rpm to the same.
Main VE table: Smoothed out the table
Idle VE table: Smoothed out the table.
Vehicle
Aight the tune was a success but still ran a little rich at top end, so last-night i edited the the Power Enrich vs RPM and did away with the the stock RICH settings, and start with 13.10@3200 and ending with 12.60@6400, then let it do an idle for about 15min yesturday and drove it to work to does very nice pulled all the way to 5500rpm which is at 12.80"rich" which is what my stock setting was for 4600rpm. So today im going to go just a couple points leaner not much. The stock setting for 2800 is 13.50 so for 3200 i went with 13.40 and went down to 12.90@5600, 12.80@6000 and 12.70@6400. If nothing changes ill go back with the good running settings and mess around with the BPW just a lil. Its a race to 6k!
Aight another successful tune,finally hit 6,000rpm for the first time in over a year with no issues. I bumped up the Injector flow rate to 20.77 along with the settings posted above and added some timing to the timing curve about 2-3 degrees at 20kpa-30kpa across the board.
Since it liked the new settings so much i decided to go with the full on 215cc @43.5psi maxed out to 223cc @47psi which makes them 21.26-lbs/hr and bumped up the BPW setting by 60 across the board so lets see.
If everything keeps working like it should and the tune stays stable for a week or so i will post up my .bin file for all others to use/modify/tune to their vehicle.
Sorry i haven't posted in a while to keep those who are following up to-date. After some much needed help with understanding WOT kpa and other kpa reading the tuning took a huge turn for the better of the car. I currently have been working on the VE and Timing tables setup to match each other. If i adjust the VE table in the 80-100kpa range to much i loose all power at topend "faceplant" at 4500-5000k as it always did, so i noticed if i adjust the timing in small amounts it eventually gets me back up to the 6000-rpm.
Aight after 2-months of a harsh learning curve from reading whats settings are what and how my car reacts to each setting differently i have got it as close as it can be i guess.
Bin file used is the BAWX.bin for the $88 code mask ECM 01227730 commonly known as ECM 7730. 1991 3.1L v6 manual transmission “WC” with a few mods. My over-all goal which most say is impossible but id like to try is between 220-280-hp with 300-370-ft/lb torque, I know I’m around 200hp as it is and well over 220-ft/tq. To get there ill be build or redesigning as factory upper and middle intake plenum and doing a good port and polish on the lower/middle intakes at some point ill have to do the head intake port and exhaust ports as well. Mods list: 1.) Bosch Gen III injectors 0-280-155-700 rated at 215cc “20.46-lb/hr” @43.5psi 3bar and rated at 223.48cc “21.26-lb/hr” @47psi, (future upgrade will be 0-280-155-849 injectors J which are rated at 25.4-lb/hr or 267cc/min @3bar 43.5 psi and 26.41-lb/hr or 277.53cc/min @3bar 47psi” (info from bosch-motorsports 631-423-0523) 2.) 56mm FWD 3400 throttle body 3.) Custom 2.5” Exhaust 4.) Port & Polished upper/middle intake manifold 5.) Gutted Dual snorkel TPI air box with custom RAM air boxes.
Now for the tuning part of the car. I will only be listing what I changed in the .bin file. If when I feel comfortable about the tune ill upload for others to have and modify for their needs. Scalars: Initial Spark Advance: 14.06° “Engine base timing set with EST wire unplugged and at normal operating temps” Main Spark Extended RPM Limit: 6350.00 “Max RPM allowed for engine advancement” Extended RPM Spark Advance Slope: 1.98° “Total degree of timing advance from 4800-6350, 1.98° every 1000-rpm” Fan 1 On Coolant Temp, Low MPH, A/C off: 100.25° “Fan turns on at 100.25° low speed with no A/C” Fan 1 Off Coolant Temp, Low MPH, A/C off: 92.00° “Fan turns off at 92.00° low speed with no A/C” Fan 1 On Coolant Temp, Hi MPH or A/C on: 104.75° “ Fan turns on at 104.75° Hi Speed or with A/C on” Fan 1 Off Coolant Temp, Hi MPH or A/C on: 95.00° “Fan turns off at 95.00° Hi Speed or with A/C on” Maximum Time in Launch Mode: 0.00 sec Maximum RPM for Block Learn: 6375.00 RPM Maximum RPM for Idle Block Learn: 1400.00 RPM Minimum RPM for Block learn: 500.00 RPM Knock Retard Enable Coolant Temp. Thresh: 151.25° Minimum Async Pulse Width: 0.50 msec Fuel Cutoff RPM: 7992.27 RPM Fuel Resume RPM: 7895.95 RPM Fuel Cutoff Vehicle Speed: 255.00 MPH “Speed limiter” Fuel Resume Vehicle Speed: 254.00 MPH EGR Enable VE Compensation Factor: 151.25° Minimum EGR Duty Cycle: 0.00% Injector Flow Rate display: 4.00 gal/hr “I don’t think this is used in the $88 mask, changed to match injector flow rating” Accel Enrich Enable Delta TPS Threshold: 1.17% Accel Enrich Disable Delta TPS Threshold: 0.78% Idle RPM Offset for A/C on: 75.00 RPM “Helped the A/C blow colder at idle” Highway Mode Fuel Enable Speed: 65.00 MPH Highway Mode Fuel Disable Speed: 50.00 MPH A.I.R. Enable Coolant Temp. Threshold: 151.25° Injector Flow Rate: 21.25 lb/hr
Flags: EGR Diagnostic (Error 32): Removed (√) Knock Sensor Diagnostic (Error 43): Removed (√) O2 Sensor Diagnostic (Error 12): Removed (√)“yes this is code 12 that flashes on the ecm usually triggered at idle” Highway Mode Fuel (X = enabled): Disabled no (X)
Tables: Main Spark Advance Vs. MAP Vs. RPM Base Cool. Adv. Correction Vs. Load Vs. Cool. Temp Knock Retard Attack Rate Vs. RPM “0.00 out” Knock Retard Attack Rate Vs. RPM PE “0.00out” TCC Locked Spark Retard Vs. RPM Vs. MAP “0.00 out” Idle Spark Multiplier Vs. Coolant Temp. Idle Spark Multiplier Vs. MAP Maximum Knock Retard Vs. RPM “0.00 out” Maximum Knock Retard Vs. RPM in PE “0.00 out” Main Volumetric Efficiency Vs. RPM Vs. MAP Idle Volumetric Efficiency Vs. RPM. Vs. MAP Volumetric Efficiency Adder Vs. RPM VE Correction For EGR On VS. RPM. Vs. Vacuum “0.00 out” Power Enrich Enable TPS Threshold. VS. Coolant temp. Open Loop AFR Vs. Coolant Temp. Vs. MAP “Did away with the negative numbers and further adjustments” Closed Throttle Open Loop AFR Vs. Coolant Temp “made adjustment according to the Open Loop AFR table.” BPW Offset Vs. Battery Voltage Low BPW Correction Vs Pulse Width “0.00 out” Accel Enrich Factor Vs. AE Pulse “Increased throttle response not only blipping but throughout” AE Async Pulse Multiplier Vs. Delta TPS “Also helped throttle response” Power Enrich Mode AFR Vs. RPM “Car doesn’t seem to like anything below 12.90 or 12.80 in the higher RPMs” VE Correction for EGR Vs. MAP (TCC Locked) “0.00 out” EGR Duty Cycle Vs. MAP Vs. RPM “0.00 out” EGR Duty Cycle Multiplier Vs. Coolant Temp. “0.00 out”
I was afraid of false knock which is what i thought was causing me to not be able to redline anymore, it turned out to be just a crappy tune which i have fixed. Also since i have 2.5" exhaust the exhaust is loader. Besides i didn't think its needed, none of the prier years with the 2.8L v6 had them, i never could figure out why they installed them on the 3.1L.
Have you dyno'd the car yet? Are you planning to retain the iron heads with your 300+ HP goal?
I have to be straight up honest here, you are no where near 200 HP with (assuming) stock port heads, and cam.
Some of the most built iron head 660s in naturally aspirated form have barely been able to break 200 HP. Gen3 660s, 3400s to be exact can get over 200 HP and those top ends flow far more than what a race ported iron head will.
There have been a few turbo iron head 660s that have breached 250 HP, but even that is a good feat. The iron head versions were just not meant to make much power, even the "HO" versions, which is what they all became after '86 anyway.
Why are you running so much base timing? Put it back to stock specs, which IIRC is 10* on the 3.1, or even lower might work better to be able to keep timing from getting to high in high load areas. Remember that what ever physical base timing is set to, that will be the lowest that you are able to achieve. There might be times when you need to have the timing go below that.
You can also reduce the fuel cut and enable to realistic numbers. There's no way your 3.1 is making power at 8000 RPM. It's been shown that the iron head engines really struggle over 5000 RPM. hell stock gen3 660s don't make power beyond about 5600 RPM or so, a cam swap in those engines helps greatly though.
Why are you running so much base timing? Put it back to stock specs, which IIRC is 10* on the 3.1, or even lower might work better to be able to keep timing from getting to high in high load areas. Remember that what ever physical base timing is set to, that will be the lowest that you are able to achieve. There might be times when you need to have the timing go below that.
Not true, a 6-cyl small cap distributor can be programed for -10.2* of timing prior to the DRP. Setting the base timing to higher then 10* BTDC can help with cranking spark advance.
Which is what the engine cranks at until running.
As long as the initial SA in the BIN matches the base distributor setting, running SA doesn't change.
Not true, a 6-cyl small cap distributor can be programed for -10.2* of timing prior to the DRP. Setting the base timing to higher then 10* BTDC can help with cranking spark advance.
Which is what the engine cranks at until running.
As long as the initial SA in the BIN matches the base distributor setting, running SA doesn't change.
RBob.
That would be contrary to what I've experienced. I've only ever seen as low as base timing, even when commanded to be lower.
I never said i was making power at 8000 rpm nor did i i say it was being pushed that far, 6k is my limit that i wish to stay with. 10° is the stock timing but i moved it 14° for more low end torque.
The only way i would consider moing it back to 10 is if i knew for a fact it would help the car produce more power at top end. Even if its not at 200hp there are alot of people including myself that think its close within 10-15hp, the torque is well over 200ft/lbs it will nearly chirp in 3rd which is doable with a stock 305.
The car 8s pretty quick aince the tuning process has started, if you are looking at my time sheets above for the 1/4mile that was achieve on regular street tires, a bad fuel pump and nothing more that the factory gm tune being changed to 16-lb/hr injectors which i thought was set to 19 since i paid someone to make me a tune, since then iv been doing my own. Too me 17.5 secs is pretty good considering the car has over 300,000miles and has had extra weight added everywhere..with each cylinder still at 155-158psi on compression.
Give me crap all you want, im just posting my results here and seeking for proper assistance. Help me if you will/can, critisize me where it needs to be, such as this needa to be here not there.
Thank you.
10° is the stock timing but i moved it 14° for more low end torque. The only way i would consider moing it back to 10 is if i knew for a fact it would help the car produce more power at top end...
The Initial setting of 14* is only for your engine cranking. The number itself also needs to correlate with the base number setting by hand to ensure a proper location in your SA Main Table. There is no Idle State setting in the XDF, unless you didn't post it, so I am assuming you set Idle State via the SA Main Table itself, which embellishes approximately 24* at idle considering your RPM vs MAP area. Nice build, I am loving that painted cowl...
Yes my base timing set with a timing light is at 14° or is as close as one can get it. Thanks for the complement on the hood, i just painted the indentions black.
Aight so if my base is at 14 and my initial is at 14 does that mean i have 28°? or am i misreading out you came to 24?
Aight so if my base is at 14 and my initial is at 14 does that mean i have 28°? or am i misreading out you came to 24?
The Initial timing in the bin must match the base timing by hand to reflect the actual numbers you are seeing in your SA Main Table. If you set your Initial timing to 14* in the bin and Base timing to 14* by hand, then your idle timing will be where your engine is hovering in your SA Main Table, which reflects approximately 24* at 900-RPM and 40-kPA. This is the same thing as saying if you set your Initial timing to 8* in the bin and if you set your Base timing to 8* by hand, you will still be at 24* Idle State because that is what your SA Main Table is programmed for. If you want to change your spark advance during driving, it needs to be changed in the SA Main Table itself. The Initial and Base does only two things, it is a cranking setting, and it allows the SA Main Table to read accurately...
Ok i see what your saying now. The reason for the high 24° at idle is because it was running rich at idle which i have learned can be controlled within the idle VE and main VE tables i haven't touched or gave much thought to lowering the idle timing since leaning out idle in the VE table. I know that the open loop table also plays a factor as well but to how much im not sure. I have been thinking about also lowering my 90-100kpa timing as it is nearing atleast 34-36° at 6k maybe more.
I just think iv possibly reached peak power somewhere and didnt realise it since everyone keeps says a slow car feels fast and a fast car feels slow but im not sure what they mean by that except that a fast car feels slow because its a very smooth transistion between power points.
In general, Idle State RPM will normally be 10* higher than the Initial/Base setting. Your Initial/Base setting is 14*, and your Idle State is 24*, so you are right on target, it's not too high at all. An efficient engine will feel very smooth when you press the throttle, no rough spots. Most guys won't believe it until they see their trap speed after a run...
I was afraid of false knock which is what i thought was causing me to not be able to redline anymore, it turned out to be just a crappy tune which i have fixed. Also since i have 2.5" exhaust the exhaust is loader. Besides i didn't think its needed, none of the prier years with the 2.8L v6 had them, i never could figure out why they installed them on the 3.1L.
I understand. But I would suggest you enable you knock sensor. I know 2.8l didn't have kr sensors but just because 1960s cars didn't have seat belts doent mean we don't need them today. Take advantage of the technology and use what's on your car. Just my 2 cents. Kr sensors help you tune the car big time. It allows you to add in timing or mess with the fuelling and actually see when it's too much/little as it will sence knock and rip out SA.
So far nomore rough spots or surging as i call it anymore..just nice smooth rpms. Except it falls short at between 5-5500 sometimes in 3rd-4th, im just waundering if my ram air boxes are causing the issues.
aight Street, im looking at my tune as of now. My timing in my tune is at 13.71, timing with a timing light is at 14 or pretty close. I can either set timing in the tune to 14.06 initial or i can set my idle timing to 23.91 or 23.55.. 13.71+10.00=23.71, 14.06+10.00=24.06 the closest i can get to 24.06 is 24.26 in tuner pro.
That would be contrary to what I've experienced. I've only ever seen as low as base timing, even when commanded to be lower.
From AZTY:
Code:
L801D FDB 0171 ; 60.1ø, max SA allowed
L801F FDB 65507 ; -10.2ø, min SA allowed
; ----------------------------------------------
;
; Check max retard... (minimum advance)
;
; ----------------------------------------------
CPY L801F ; = 255 227 ffe3, max retard
BGE LB148 ; bra if OK
LDY L801F ; max retard
;
LB148: PSHY ; Final SA onto stack
PULA ; transfer it to A & B
PULB ;
Note that AZTY is the most current release for the '90 - '92 f-body 3.1l MPFI engine.
07-27-2015, 03:24 PM
