Fellows,I am use to tuning using 32 and 32b with the 165 ecm
but other than maf and (if remember correctly) the battery/fuel
table I am at a stand still.Mainly in the idle and part thottle
area(not p.e.)that I could use some help.Have done a search
(6e tuning) but to no avail?thanks for any advice :hail: :hail: :hail:

 

Ya lost me, what are you asking?.

Gotta be specific, I for one am bad at second guessing what people are asking for.

 

I am trying to tune in 6e, ecm is 165.Mainly for idle and part throttle.I am accustom to using 32& 32b. But obviously it is not
in 32 or 32b.

 

 

I think Grumpy was asking exactly what are you trying to do in those 2 areas? Are you looking at a lean/rich condition there and ok elsewhere? Are you getting heavy knock you are trying to get rid of? Things like that.

 

Sorry, Basically lean/rich at idle and part throttle.

 

You have basically 2 ways to adjust for these conditions, play with injector constant, or the MAF tables.

 

Thats kinda the issue with $6E..

I'm on my way to a 749 swap.. But I'm running boost. You might wanna start looking into swapping to 730.

After messing with min idle speed, battery voltage, some injector pulse tuning, and timing I finally got the idle where I want it. kinda with the $6e.

-- Joe

 

What about lean/rich spots through out the load/rpm ranges.These answers seem global except maf?

 

I'd like to hear more on tuning with $6E.
I'd also like to know what I should be looking for when I'm using Moates' scanning software.

It'd be nice if some one could say look at THIS reading on the scanner and adjust X-table to get THIS reading.

I've got all the equipment to monitor and reprogram my stoopid car.
I just don't know what I'm doing and there aren't any good tech articles to help with $6E specifically.

 

How lean and how rich? At what rpm levels? Is it consistent for a specific rpm and MAF flow value? ie. at 2,000 rpm & 50 gm/sec it is running 135 BLM all the time, while at 2,500 rpm & 75 gm/sec it is running 120 BLM.

Also, remember you spark advance also affects the lean/richness. What BIN are your running?

There's a lot of info we need.

 

Cripes. All of that is so far over my head right now . . . you might as well have been speaking in Arabic.

 

Unfortunately, it is the language of the ECM. Gotta learn. Saying "My engine goes knock, knock, knock" just doesn't work with the ECM.

 

Glenn, do you have a lot of experience with $6E?

Know someone that does?

I'd love to see a breakdown of the $6E ECU!
Is there one?

I'd just love to see a SIMPLE explanation for each table.

OPEN LOOP AFR % CHANGE vs LV8 - what is this table for?
Why would I want to change its' variables?

Stuff like that!

 

I've worked and tuned a number of MAF cars using the $6E. Some heavily modified, others minor. But since my car is SD, I have more knowledge with the SD Code. While there are some completely different tables between the two. I have found that some tables with 6E, have a some similar tabes on SD - (possibly works a little different). But it seems to have a similar function. Battery Voltage Compensation is a good example.

There are a number of guys on this board that know MAF and the $6E quite well. Some are easy to spot just by their posts, while others seem to lurk and "pop up" from time to time. But there is definitely the "talent" on this board to answer almost all questions on $6E. You just have to ask a specific question. Most guys do not have the time to write a specific tech article. We are all hobbiests here.

I don't have any source code (commented or un-commented) for the $6E. I am sure there is something "floating around", but I don't have it myself. I do have some "snipettes", but not full commented source code for $6E.

Yes, I think that would be great too. I do think that some tables are pretty obscure and never need to be changed (or shouldn't be changed). Conversely, sometimes you find a table that DOES appear to have a desireable effect, but no one has used that table. I know this is true for SD and some tables I've seen for $6E.

For example, on SD there are two tables related to calibration the MAT sensor - "Inverse MAT Term Lookup Delta Multiplier vs. Airflow" and "MAT Compensation Couunts vs. MAT" Tables.

I know that the first table is critical to obtaining consistent BLMs for MAT readings and needs to be adjusted if you relocate your MAT. I started making some changes and observed the effects on my BLM/INTs. I found certain "rows" in the table didn't have an effect while another did. Through trial and error I slowly developed a revised "Inverse MAT Term Lookup Delta blah blah blah" Table that gave me consistent results from 0*F - 110*F ambient air temp with my relocated MAT. It only took me six months.

If I had built a test bench, I would have obtained my results MUCH FASTER. But at the time, the space where we are living is too small and the wife flatly refused to let me buiild a test bench. But a test bench is CRITICAL if you want to "muck around" with a table and see it's affect.

Now I am concentrating my efforts to save up and buy a new home that will have enough room to accomodate a workshop and garage of my dreams so I can do my little "experiments and tinkering".

Unfortunately, I don't know anyone that knows EVERYTHING about #6E. Some tables you can make an assumption as to their intended function just by their name.

The table you mention "Open Loop AFR % Chg vs. LV8" is a good example. As a disclaimer, I have not actually modified this table, but you can make a good educated guess just by it's name. Anyone who knows for sure, can confirm or deny.

The term "Open Loop" means it deals when the engine is in open loop mode. It would not have any affect when the engine when Closed Loop. "AFR % Chg" means the Air/Fuel Ratio will be increased by the % you specify in the table. "vs. LV8". This is the "X Axis" of the table for the LV8 (computed Load of a MAF car) where you will specify the % of Chg.

Thus, when you are in Open Loop and you increase the load on the engine, the ECM will change the AF Ratio based on your entry in the table for a particular LV8.

So now that you have an assumption of what a particular table will do, you then need to test it. Read my comments about building an ECM Test Bench - then you can modify some table entries and see if it causes the effect (increase fuel while in Open Loop) that you are expecting.

You can make a few changes and see the amount of change it made to the Injector PW. Once you feel that you have the good relationship between the level of change in the table and the change in the PW - you can try a live test and monitor the results with a WB O2 sensor. At that point, you can see if the actual results are what you wanted (ie. you desire a specific A/F ratio when the engine is operating in Open Loop under a particular load.

Conversely, you may find that you don't really need or want to change the table settings at all. I personally think this table is of more interest to someone that wants to run their engine in Open Loop all the time, and control the fueling themself. Closed loop is more for emissions and fuel economy by maintaining 14.7:1. Some guys just prefer to run in Open Loop all the time, especially if they don't have any Smog ***** to contend with.

See above.

 

there is a commented 6E hak I believe at diy-efi.org.Email me with any questions I will try to help.