Well,

Been chasing my tail and just flat out giving up on my latest chip iterations :-(

Plan on starting over before th TA Nats get together and should hopefully be driving the car there on a better chip bin than i have now.

Figure it cant be as bad as when i first started and I've learned so much, but it still hurts after all the time and effort :-( lol

Oh well , all prior scrappings of all my chip series on the formie have resulted in better bins than the last iterations, so maybe this series will be the blessed one :-) Hey im praying lol

Couple quick questions i hope someon can give me a definite answer on:

#1
PE fueling is directly related to and only to the VE tables? (leaving PE vs. temp, etc out of the equation)correct?
it bases the percentages applied by what is in the given rox/column for the VE tables?

#2
Advantages/disadvantages of using PE timing? I know some people like to zero it out and use all of their tables for the timing, just looking for pros/cons...

#3
Until i find some help for the wideband O2 assembly are there any other decent ways to rough in the PE fuel? (with a degree of success)

thanks guys
Jeremy

 

thats the basic jist of it. VE tables are setup to deliver 14.7:1 a/f ratio. then PE or WOT fueling are calculated based on VE.

depends on the car and engine. i prefer to reserve those for engines that really wake up in the upper end. or if you need a bit more spark of the line. use it when you need to.

well a Wideband is good a 5 gas is the best. shoot for 800-1000 milivolts. that should be the safety region. id go for safe. accurate aint gonna happen with a narrow band o2.

 

One reason to use PE advance is to avoid a time where the computer calls for stoichiometry when at the high load values. It ensures that there isn't too much timing until it is richened by the PE fuel enrichment, and then gives it the timing.
Good Luck,
Jeremy

 

Makes for good exercise, and we all need that, right?.

#1
PE has nothing to do with VE.
When you enable PE, you go to the commanded PE AFR.
#2
PE spark is primarily for the driver, the engine doesn't need to
know it. THOU, in some codes, it does the knock test then.
I just see it as a way that GM let the drivers know they were
going into hyper drive.
#3
G-Tech. Even with a WB you still need to actually know when your going faster, unless of course you were born with the buttdynometer gene.

 

except for the fact that the calculated afr is derived from the ve table. if the ve table is tunned to deliver 14.7:1 then the realative pe calculations will become more accurate.

 

PE AFR is calculated, and then in SOME codes, a slight correction is made based on BLs.

PE AFR is universally true as a being a calculation. The trim of that calculation can vary, by code.

And not all VE tables are set to be at 14.7, so in another sense your in error.

 

amazing how im in error. i love that. maybe your VE tables arent set to delivery Stioch but 90% of the factory tables are. The PE calculations are derived from the VE table. you have to calulate from something to arrive at something else.

 

C'mon guys play nice, just looking for some more rewarding info too add to my ever expanding library of prom tuing stuff i dont understand lol.

It was my understanding that the PE was based off the VE tables. I was wondering however due to some other things I have slowly been finding/learning/observing. From what the both of you have to say the main PE correction does appear to be based from the VE tables, whether AF is set to 128=14.7 or not. Also there are several other variables to consider as grumpy pointed out as well. (depending on comanded AF,desired AF, temp etc)

Im just trying to sort thru them one at a time that way i can work on one major table/problem area at a time and hopefully make my latest series better than the last and learn myself some new tricks..

The G-tech i can do :-) (how i been trying to do it so far)lol G-tech and diacom is always a good combo lol cept for my poor poor BFG's :-)

thanks as usual guys
Jeremy

 

PE is actually derived from a slew of calculations. the VE tale + the injector constant and the MAT and the TEMP will deliver a BPW for output then FA and SA will be tacked on. in a sense if the VE isnt correct it screws up every other calculation including AE. this is not a matter of opinion its simply a matter of fact. most of the VE table except for the very high load areas should be factory tunned to deliver a 14.7: a/f ratio.even when EGR is added in the extra fuel is derived from the VE table BPW output.

 

I post my frustration and in the next 3 days i get 3 solid improvements :-( someone shoot me

Might keep this bin series around a lil longer yet , having some great luck experimenting now for whatever reason(did it all click for me finally?)


Gonna keep my PE and AE experiments rolling and maybe even be able to post some useful info for other people here and figure it all out for myself as well

thanks guys
later
Jeremy