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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.
hey all....running the dynamic efi with tuner pro for many years on my procharged 355ci sbc..... i am just looking for a snappier throttle response.... are there any adjustments i can make through the ebl
hey all....running the dynamic efi with tuner pro for many years on my procharged 355ci sbc..... i am just looking for a snappier throttle response.... are there any adjustments i can make through the ebl
What might help is a description of the current performance. Also do you have a wide band hooked up? The behavior of the AFR during throttle movements can tell us a lot about what to do.
My guess is it's going to be all in the accelerator enrichment settings.
the current performance is a 5500lb truck and a 355ci with about 18lbs of boost in the 700ish hp range with a wide band...i will look into the behavior of the afr...but wouldn't it be in the decel area...also...seems to hang a few micro seconds longer that i want...crisp would be what i am looking for
The TF does help. I actually increased my gain from the stock 150 to 180 and the feel of the throttle is definitely snappier off the line. Some people may consider the throttle too touchy, but I actually like it. But it also requires that the AE fueling is just right...
You can’t have your AE fueling so rich that your AFR is dropping to like 10 or 11:1 or something like that. You can get stumbling with too much AE as you can with too little. But absent any actual stumbling due to overly rich, you can definitely get a lazy throttle feel.
Which is why I was suggesting to monitor the WB during throttle transitions.
This is something I posted recently about my "fun" with AE tuning over the last several years...
Tuning AE is kind of an art form...
I'm running a Miniram and it took years for me to figure out what worked and what didn't...
Seems like the AE delta TPS was the most important in terms getting the quick shot of fuel in there during throttle movements. The AE delta MAP (or in your case, vs the LV8) seemed to be less important, and in fact becomes a hinderance if overdone.
I started with the 4th gen LT1 AE tables since my Manifold was so similar. However, running the factory tables resulted in AFR's dropping to between 10 and 11:1 during large throttle movements and the throttle would feel very laggy. So I found that leaning out the delta-MAP AE helped a lot in terms of getting a crisp and response throttle. Watching the wide band, I reduced the AE delta MAP until I got little to no change in the prevailing actual AFR during a throttle transition. For example, if I'm at 13.5:1 and I move the throttle a little, it'll stay at about 13.5:1. The result is just a razor sharp, crisp, linear throttle during normal driving.
I also adjusted AE delta-MAP such that if I stab the throttle, the AFR goes to to the PE AFR and stays there during the PE event. For example, I'm cruising at 14.5:1, I suddnely go WOT (where my AFR is normally at 12.5:1 at the WB), I don't want the AFR dropping to 11:1 during the AE event and then shooting back up to 12.5. That's how you get a lazy response. Right now, it'll drop to between 12:1 and 12.5:1 and hold until I'm out of PE.
I also have the AE delta MAP decaying away much sooner. Factory LT1 decays out at 46% per injector firing. I increased that to 65% per injector firing. Basically GM was just overall way to fat on the AE delta MAP fueling on the LT1s. I basically just kept leaning out the AE delta-MAP tables and the throttle kept getting more and more crisp and responsive. Ultimately I got to where it was too lean and then backed off, so it's pretty much optimized now.
Delta TPS was a different story. The AE delta TPS is pretty much the factory tables for a 94, six speed Camaro (the AE delta-TPS tables for the automatic were way too rich). But it's significantly richer than the 8D TPI tables. Like you, I also reduced delta TPS threshold for entry into the delta TPS table (which was really needed off-idle tip-in on a Miniram).
Moral of the story is I think what works is a very quick shot of AE that terminates very quickly, and just enough delta-MAP AE to transition into the steady state fueling (either non-PE or PE, depending on the driving condition).
One thing to also check is your maximum async pulse width scalars. The maximum is 5.55 msec in stock ARAP. If you hit that ceiling, the ECM won't add anymore fuel no matter how much you program in with other tables and scalars. On mine, AUJP Max Delta-TPS pulse width is also set at 5.55 msec, so I set it to 15 msec (factory LT1) to make sure the ECM doesn't artificially limit my AE fueling.
I mentioned the throttle follower because it is more for what he described in his second post, he wants a reduction in idle hang. As far as his first post, he needs to differentiate between a faster off idle, or crisper off idle. I was playing around a few weeks back with a stock Tuned Port Injection system, with stock 48mm Throttle Body on a modded n/a 305 before I pulled it. Rev limiter set to 5600-RPM, blipped that high in a little over a second, to finally just one second when I was done. There are tricks in doing this, but you're sacrificing drivability from stop light to stop light. With a blower it's easy, just have boost come in sooner by reducing your pulley size, and tune around it....
so i might want to mention that through out the beginning tuning i had lean outs and back fires around idle at take off ....even though i run a mpfi with a port injection checked the only way i could get rid of the leanout was to change the ae table from port to tbi...problem gone....then to re learn ve
so i might want to mention that through out the beginning tuning i had lean outs and back fires around idle at take off ....even though i run a mpfi with a port injection checked the only way i could get rid of the leanout was to change the ae table from port to tbi...problem gone....then to re learn ve
Still not quite sure what you're looking to do with the EBL system, as your first post indicates a snappier throttle being desired. Are you just looking for a more crisp throttle response, or a faster one? Do you need to speed up the idle hang issue off throttle? As I mentioned;
* "IAC - TF Gain" will resolve the idle hang issue, just reduce the percentages in both columns (Park/Drive) until you're happy.
* "AE - TPS" an increase down low will might help, but it will be redundant if you already have enough fuel for off idle.
There are other things you can do as well to speed up off idle, but again, it sounds like you just want it to be crisp. But then again the title states quicker response, so focus on your Idle State SA in conjunction with where you're kPa is hovering in the Main Table.
Also, I don't know if the Ebl has this feature, but in AUJP I can tell the ECM to butt out on fuel trimming during an AE event.
Basically by throwing a particular flag in the calibration, the ECM will essentially go into a quasi-open loop condition during an AE event. It allows me to tune the AE fueling without interference from the ECM... otherwise it'll see AE as a rich condition and start pulling fuel out... you end up chasing your tail...
