Instead of complaining and whining, why don't the guys that want it get organized, and divide things up and sit down and do it?.

That is if it's important enough for you to actually do something other then hit reply.

For contributors on the 3rd Gen Site, to the world of EFI, you can count them on one hand and still have fingers left over.

If ya wanna lurk, fine well and good, but if you see a void, then get off your duff and do something.

I'll probably get flamed, but that's nothing new.
Maybe, thou, someone, will get a clue and slide over to the contributing side.

 

Grumpy,

I'm not going to flame you, I agree with you. But what can we do? I myself have taken all the screen shots funstick asked me to make, and uploaded them one by one to my web server. I've also invested in a pocket programmer, the cable to connect my laptop to my car, and tunercat. I also have learned to copy my bin file and have made at least one change in it. Granted changing the idle speed isn't much, but I have spent the time to learn how to do this. And as soon as I'm given another task to help this project out, I'll get on it ASAP.

I thought the whole idea of this was to put this into a step by step format to help people like me that don't get it no matter how much I read about it. If I knew what to do I would do it.

So if you have a suggestions for anything we can do to help, PLEASE let me know.

 

I would like to help if I can. I am also new to editing and don't have the time to do alot of reading. I am starting to get a good feeling for what goes on inside the computer but a FAQ or something would be nice. So, to that end, I can build a web site dedicated to prom tuning to catalog and index the info you guys are putting together.

Here is a sample of an index page that could begin to steer people in the right direction. www.tubbsonline.com/ecm/index.html

Would something like this help?

There could also be a page in each section for more technical problem solving.

 

since im having a horriable writer block lets start a q&a and see where it leads. ive been working 60hrs a week. im dead tired and ive been trying to keep the cars running which is no easy feat. i dont want to even begin to talk abut everything ive got going on right now its just to much.


ill past the intro i wrote for critquie.

The work of a Madman the official Maf tunning guide using the $32 & $32b code. this topic is designed for users with 1227165 ecms. lets begins shall we. to understand Maf and its many fusrtations we must first understand the sensor itself.a Maf sensor for lack of a better term is what its name implies. A sensor the
reads the mass of airflow. well how does it do this. that actually pretty simple. the MAF sensors found in
all tpi 1986-1989 f bodys and corvettes basically suspends a thin metal wire accros the opening of the housing. as air flow through this housing it kewls the wire which in turns lowers the reisitance and allows
more current to flow. this raise the Vout or Voltage out to the ecm. the ecm read this signal and turns it into
a count. why is this important. here is why ( criag please insert a MAF table here)


The ecm sees everything as voltage no more no less. and without a way to translate this voltage into a value like grams per sec or grms/sec the ecm has no idea what to do with the voltage. so now that way have a maf sensor a voltage and a way to interprut it what do we do. well good question.

Part Throttle Tunning
there are sevral very critical tables in the $32 $32b code for use to take advantage of with and offers and excellent opprotunity to tune with as well. ( please insert the grms/sec pw table here ) this is the 3d fuel table. it will allow you to specify the amount of injector opening time per amount of airflow. this is vastly important as this is what you need to control the fueling in your engine. now to enable use of the table ( please insert the ecm swtich table here) you will need to turn off the switch for calibrated pw method. this now hands fueling back to you the end user. so now you dont have to worry about the injector constants or maf tables. you can simply spec the nessacary amount of fuel need per RPM and AIRflow and tunning is much easier.now dont be discouraged as this might take some time but is alot simpler than say trying to fool the maf tables into delivering the corrct amount of fuel. This is where using the BLM and INT come into play.using these wonderful tunnigntools built into the ecm ( pleae insert a scanner BLM INT blcok here) the MEAN value or Stiometric value is a BLM of 128 and a INT a 128. this mena the ECM is doing nothing to correct the fuel trim which means its correct. now if the BLM or INT is higher than 128 ie 160 this menas the engine is lean. if the BLM or INT is lower than 128 this menas the engine is rich. now there is a way to use the info to your advanatge. using a this formula 1open bin file and find the pw settings for RPM and grms/sec.2 Write down that value. pw (@idle rpm,grm/sec) example :
3. Now apply the following correction gram/secnew = gram/secold * ( BLM/128 ) * ((INT+128)/256)
this will help you dertermine the correct amount of injector PW for proper fueling.


Onto spark control. this table is fairly straight forward it specs the amount of timing at each rpm and airflwo rate. how to acheieve optimum timming is always somewhat of a mystery.if you have the opportunity to use a chassis dyno i always suggest tunnign for peak TQ. this will ensure that timming is correct. due to the fact that there are so many enigine combinations out in the market place it woudl be impossiable to outline the bet method. however theres a pretty good rule of thumb to use. advance timming until you acheive detonation. then back off until performance start to sufer. try to go in 1 degree increments till detonation stops as going to far in one jump might take a while and create more promlems . If you have acess to a EGT or exhuast gas temp probe this would be a good time to use it. for ideal PT or part throttle driving shoot for 1375-1450f( please insert table for grams spark vs rpm.)


Now that we have established control of fuel/timing at steady state loads its time to work on take offs or standing starts. For this we have the AE or acceleration Enrichment. the object of these tables it to act like an accelerator pump. basically when you open the throttle the incoming airflow will stall in the port. the fuel will drop drop out of suspension and the engine will hesitate. by ading more fuel the engine has an eaiser time lighting the incoming mixture because there is more fuel to use.

The nicest part of the equation is the PE or power enrichment. the basic jist is that most engines prefer a fairly richer mix of fuel and air at WOT. this table allows you to spec out you WOT a/f ratios. the key here is to remeber that the WOT calculations are all based on the 3d fuel tables. or if your using the calcualted PW method and using the injector constant the maf tables will most likely need to be adjusted for proper 14.7:1 a/f ratio or blm of 128 to achieve the speced WOT PE a/f ratio.

The PE timing adder is also another great way to gain some power. now that the charge temps and combustion temps have been lowered with extra fuel more timing can be added for more power or Brake TQ. the object yet agains is to keep egts reasonable and make max TQ. unfortunately i have no really diffinitive way to instruct you on how to do this without a steady state dyno. but some tips are the same as tunning for PT in the regular table. now to note the PE spark adder will add all the additional timing form teh 3d spark table.


The AE tables all relate directly to throttle tip in. if youve ever tunned a carberator its bascially the same thing as an accerlrator pump. when you crack the throttle open you need to compensate for the additional rush of air with more fuel. 2 reason for this.

1. The air will stall in the port and will need a bit of extra enrichment to help with a proper burn
2. adding extra load will make the engine go lean momentarily. hence the extra fuel will help thsi condition as well.

Now that weve covered the basics let dig into the flow charts.


Fuel:
Spark:
Egr:
Cold Start:
Hot starts:
WOT tunning:
PT tunning:
Fuel Mileage:


this is where im stuck im not really sure how to go from here. the kowledge is in my head but how do i put it on paper ?i was thinking of flow charts for tunning but i keep thinking that might be to basic and miss alot of stuff. any sugestions. ?

 

let me go over the grammar, spelling and wording, will post link when done.

 

OK here it be:
http://aquasyst.rockin.net/temp/

i will do the javascript for the calculator soon.

i hope i did not make any errors as far as information is concerned with my editing. i think the overall layout is good.

Looking from the point of someone new to this, all the acronyms can get confusing, and i think it is important to have each acronym spelt out at least once on the page, which i have done, except for 'PW' and 'INT', which are unknown to me. help?

Also I will need the images to insert into the page.


BTW, I think for the site itself a frameset would be good to make navigation easier. this is looking to be quite a large source of information! something like this:

side menu: ---------------- links to:

Def. file (32) ----------- PAGE: the intro
A)flag, constants and tables
flags --------- PAGE: flag name and on or off effects

constants ------- PAGE: constant name and function of the value

tables -------- PAGE: table name and explain what this table is and what changes to this table will affect

B)
Scan Tool Data ------ PAGE:

1) value explanation and function (lean, spark knock etc) of values
a) usual and acceptable ranges of values
b) vehicle symptoms relating to this value baing out of spec
c) what tables to change to affect this value


what do you think?


::edit::
ok javascript is done!

 

pw = the time in millisecond the injector is open.

int = integrator or fine fuel trim.

that would be great. could you make it so it can be moved around and copied to alot of sites ?? i dont want to have it all in one place i donmt care if the whole article is in one place but having multiple copys is fine by me.

 

thanks, i'll add those definitions in.

i'm not sure i understand your question, however when i create web pages, i always make sure to use relative links instead of absolute links. this way if you want to move or copy the site all you have to do is move or copy the folder where the main page (index.html) is in, as well as all subfolders (like images).

i would highly recommend NOT having the pages of the same site (or same copy if there are several copies) spread out amongst different servers... this would make it very difficult to manage, slow page loads, and make linking an adventure in frustration.

i'll start a rough draft of the layout, however a final version will have to wait untill i know all the definition files covered, and all the sections (like all the tables, constants, etc..) for each definition file.

 

everything can be on one site. i just wanted multiple copys avaiable. if one server goes offlkine its not an excersize to get it back up.

 

for your menus page ill get together a list of all the various mask ID's i have info on. the calculator looks goo. id like to break some of these topics into more detila for beginers. maybe a breakdonw into maf senosr and how they work in more detail. ill come up with something tommorow night. like fuel, tip in , wot etc etc etc lets see some menu break downs and ill be glad to fill in teh blnaks also if you like to create headers for all the tables ill do table by table explanations and we can tie it together from there.

id like to discuss maf sensors there relativity to injector pw etc and show some of the airflow to injector pw vs inj size charts.

 

a list of abreviations for you to include with your site.


A/F Air fuel Ratio
A/C Air conditioning
ABDC After Bottom Dead Center
ABS Anti-Lock Braking System
AC Alternating Current
AE Acceleration Enrichment
AFR Air Fuel Ratio
AIR Air Injection Reaction
AIT Air Intake Temp
ALCL Assembly line communications link
ALDL Assembly Line Diagnostic Link
Async Fuel delivery Asynchronous to engine timing
AT Automatic Transmission
ATDC After Top Dead Center
AWG American Wire Gauge
Baro Barometric Pressure
BBDC Before Bottom Dead Center
BCM Body Control Module
BLM Block Learn Multiplier
bpw base pulse width
BTU British Thermal Units
C Celsius
C/L Closed Loop
C3 GM ECM using Motorola 68xx-like processor (1+ MHz CPU)
CCP Controlled Canister Purge
CEL Check engine light (see MIL, SES)
CID Cubic Inch Displacement
CKP crankshaft position sensor
CMP camshaft position sensor
CP Canister Purge
CPU Central Processor Unit (the brains in the ecm)
CTS Coolant Temp Sensor
DB Decibels
DC Duty Cycle On time, compared to total event time expressed as a
percent
DC Direct Current
DE Decel Enleanment
DFCO Decleration Fuel Cut Off
DIS Distributorless Ignition System
DVM Digital Multi Meter
ECM Engine Control Module
ECT engine coolant temp
ECU Engine Control Unit
EFI Electronic Fuel Injection
EGR Exhaust Gas Recirculation
EGT Exhaust Gas Temp
EPROM Erasable Programable Read Only Memory
ESC Electronic Spark Control (Knock Control)
EST Electronic Spark Timing
F Fahrenheit
FED Federal (emissions package)
GPS Grams per sec
hego heated exhaust gas oxygen
HEI High Energy Ignition
HO2S heated o2 sensor
I/O Input/Output
IAC Idle Air Control
IAT Intake Air Temp
IC Integrated Circuit
ICE Internal Combustion engine
IGN Ignition
Injector On Time Time in milliseconds that an injector is on.
INT Integrator
IPW Injector Pulse Width
IS Idle Speed
ISC Idle Speed Control
kapwr keep alive power
kg Kilogram
Kilohertz (1,000s cycles / sec)
kPa Kilopascals (Pressure)
KS Knock Sensor
L Liter (about 60 cubic inches)
LCD Liquid Crystal Display
MAF Mass Air Flow
MAP Manifold Absolute Pressure
MAT Manifold Air Temp
MDP Manifold differential Pressure
MEMCAL Memory Calibration Unit
MFI Multi-port Injection
MIL malfunction indicator lamp (see CEL, SES)
MT Manual Transmission
NC Normally Closed
NEU Neutral
NO Normally Open
NPTC National Pipe thread Course
NTPF National Pipe Thread Fine
O2 Sensor for detecting rich lean exhaust mixtures, GM so far uses this
type, and it has a high slew rate and therefore is more of a switch
OBD2 on board diagnostics, newer vehicle electronics, less friendly
OL Open Loop
OTS Oil Temp Sensor
P/N park neutral switch
P+H one way of firing an injector High initial voltage to open then
lower to keep it open
P4 GM ECM using early Motorola 68HCxx-like processor (2+ MHz CPU)
PCM Powertrain Control Module (engine and trans control)
PE Power Enrichment
Port, MPFI, Multi Port, each cyl has it's own injector close to the
intake valve
PS Power steering
PSI Pounds per square inch
PSIA PSI absolute
PSIG PSI Gauge
PW Pulse Width
PWM Pulse Width Modulation
QT Quart
R-12 Refrigerant
RAM Random Access Memory
RAP Retained Accessory Power
RFI Radio Frequency Interference
ROM Read Only Memory
RR Right Rear
RTV Room Temperature Vulcanizing
RWD Rear wheel drive
SEFI Sequential Electronic Fuel Injection
SES Service Engine Soon (see MIL, CEL)
SI Saturated Injector *constant* voltage current
SynchPulse Fuel PW with delivery tied to timing of ref pulses
TAC Thermostatic Air Cleaner
TB Throttle Body
TBI Injection system where the injectors are mounted above the
butterflies
TCC Torque Converter Clutch
TCM Transmission Control Module
TDC Top Dead Center
TFT trans fluid temp
TH Turbo-Hydramatic
TPI Tuned Port Injection
TPS Throttle Position Sensor
TRC Throttle Return Control
TTS Trans Temp Sensor
TV Throttle Valve
TVS Thermal Vacuum Switch
VATS Vehicle Anti Theft System
VE Volumetric Efficiency
VSS Vehicle Speed Sensor
WBO2 this sensor differs from the O2 in so far that it is designed for
a *linear* output
WG WasteGate
WOT Wide Open Throttle

 

Might first define how your using terms since your writtings take such liberties with them.

And if your going to suggest 0 tolerance for fuel tuning you might explain how expensive that is.

 

i take no libertys with terminology. its is what it is.

im a bit lost as to where this comment is comming from and how it relates to a tunning faq.

 

OK here's what i got so far:

http://aquasyst.rockin.net/temp/tunning/

obviously most of the menu links don't work.

for the abreviations, i tried to remove all the abreviations from definitions, but am stuck with:
SynchPulse - Fuel pulse width with delivery tied to timing of ref pulses

what does 'ref' mean?

also added a couple abreviations here and there. please look it over to make sure there are no errors.

 

Yep, and getting it correct is mandatory so that everyone is on the same page, when someone talks about a term. If your going to use terms then you should use what ever one else's defintion is, not what you think it is.

Reread what you've posted. It's rather obvious.

 

grumpy, is there another list of abreviations somewhere, so that we could compare what we have?

 

Not a flame grumpy but for all the preaching you are doing from that soap box you are on i have yet to hear one useful comment from you in this thread. As for contributors on this thread i organized the first format, other people are taking screen shots and others are helping build the page and obviously funstick is doing the tuning info. Instead of telling us how wrong we are why not be a contributor that you are chastising us for not being. I would love to have your knowldge help us on this project. Thanks John

 

edit...OT

 

please do enlighten theres 60 replies here.

 

back from the dead. i didnt forget ive just been posting tidbits for this the past few days.assemble them at will.

https://www.thirdgen.org/techbb2/sho...hreadid=175427

https://www.thirdgen.org/techbb2/sho...hreadid=175741

there will be more to follow. ill post 2-3 a week.