Well, been spending some time dinking with things again, and have a few notes, to share. Some general stuff and some finer points.

Baseline 'ing.
Start with a virgin stock bin.
Accept no substitute.
One single byte entry being wrong, can ruin your day, and lead to months of what's wrong with this car/tune, tomfoolery.

Go slow take notes.
If you run into a wall, or think you have it perfect, then start all over again with a clean sheet of paper and see what you wind up with. As you learn little new things, and as you apply them, you might find out your perfect just aint so. And with the addition practice, you can really polish and sharpen your skills. And try the rehash with a different BCC. It also, performs a version of a sanity check. If things work or don't work out 2x then you know there's a problem. If your really into playing the game you might even try using say a 8D and 58 for a given car. Or say SD, and MAP, and make your own decisions about what works for you, and what you don't like about how one may or maynot suit your particular driving style.

Going from memory, on locations, here.
On the 58 code there is a TPS enable for PE, and a hysterisis value for delta TPS for PE enable. In stock form, the TPS enable is like 60%, which means a table entry of 160, or A0. The division is like by 2.56. For me I like the PE to enable much ealier, 20% makes me happy, and with the cam/compression/stall/turbo size I have I can make boost fairly early so that 20% is a good value for me, so location 387 goes from A0, downward. Then at 380 is the hyster value, and that was 20 and it dropped to 5. But, now with the PE enabling so much earlier, I was able to take alot of the TPS AE out. The MAP AE is more about highway driving and that'll take some playing with to fine tune, kind of a when I feel like it thing.

Now that I've worked with the ecm bench all I can say is that the more I use it the less I have to beat on the car.
I'm rather lucky in that I'm working on a turbo car. In this world if I want more power it's just a matter of dialing up the boost, with fuel being the limiting issue.
Soooo,
I can work out the WOT fuel on the bench to taylor the DC/PW's to get what the max fuel is. If I have the DC set to 90% then that's a given, and my limit. With that done, all I need to tune is the transistional stuff, and that's not at all hard to do on car, as compared to having to do that, and then wonder all the while about where the WOT fueling's at. Like I keep saying it's easier on the car to start rich, and then lean down rather then being too lean and worring about where to get more fuel.

As for the worries/fears about having too much injector, I just don't see the problems that folks keep harping about. I have a lil 231 v6, and 5- 55 PPH injectors, and a 7th one that's 36, so I have an BPC calculated on 60 PPH PER cylinder. At .8 msec PW, in batch fire mode, I have a 14.7:1 AFR, and at .72 it's about 16:1. Granted this is with LS1 coils, O/L, and just a mild cam.

In case anyone wants to compare mine to stock Sy code, here's some of the big stuff.

Closed throttle VE

12.6 14.8 18.0 17.2 18.4 18.4 18.4 18.4 18.4
12.7 14.8 18.0 17.2 18.4 18.4 18.4 18.4 18.4
14.8 18.0 18.0 17.2 18.4 18.4 18.4 18.4 18.4
14.8 18.0 18.0 17.6 18.4 18.4 18.4 18.4 18.4
14.8 16.4 16.4 15.6 18.8 18.8 18.8 18.8 18.8
14.8 16.4 16.4 15.6 18.8 18.8 18.8 18.8 18.8

Main VE

15.2 15.2 19.9 25.8 26.6 27.7 34.8 41.8 43.8
16.4 16.4 21.9 27.7 28.5 29.7 36.7 43.0 43.8
16.4 16.4 23.0 28.5 29.7 31.6 38.7 43.8 44.9
16.4 18.4 23.0 28.5 30.5 32.8 38.7 43.8 44.9
17.2 19.1 25.0 30.5 32.8 34.8 40.6 46.9 47.7
17.2 19.1 25.8 32.8 34.0 35.5 42.6 48.8 50.0
17.2 19.1 25.8 34.0 35.5 37.9 44.9 50.0 52.0
18.4 20.3 27.0 34.8 36.7 38.7 45.7 52.0 52.7
19.1 20.3 28.1 35.5 37.9 39.8 46.9 52.7 54.7

VE adder

30.9
30.9
30.9
30.9
30.9
30.9
30.9
30.9
30.9
29.7
29.7
27.7
27.7
27.7
27.7
25.8
18.8

Main Spark

26.0 26.0 26.0 23.6 15.8 12.3 12.3 12.3 12.3 12.3 12.3 9.8 6.0 6.0 6.0 6.0 6.0
26.0 26.0 26.0 23.6 15.8 12.0 12.3 12.3 12.3 12.3 12.3 9.8 6.0 6.0 6.0 6.0 6.0
17.9 27.1 25.0 25.0 16.5 12.0 10.9 9.8 9.8 9.8 9.8 9.8 9.1 8.4 7.4 6.0 6.0
17.9 27.1 26.0 26.0 20.7 16.9 12.7 9.8 9.8 9.8 9.8 9.8 9.1 8.4 7.4 6.0 6.0
16.5 32.3 32.0 29.9 28.1 25.0 21.1 16.9 9.8 9.8 9.8 9.8 9.1 8.4 7.4 6.0 6.0
20.0 34.8 34.8 32.0 29.2 27.1 23.9 20.0 17.9 15.1 12.0 9.1 9.1 9.1 8.1 8.1 8.1
17.9 34.8 34.8 32.7 29.9 27.8 25.7 20.7 20.0 14.1 13.0 12.0 10.9 9.8 9.8 9.8 9.1
20.0 34.8 32.7 30.9 29.9 26.7 22.9 18.6 17.9 15.1 14.1 13.0 9.8 9.8 9.8 8.8 8.1
20.0 34.8 34.8 33.8 32.7 27.8 25.0 21.8 19.0 16.9 16.9 15.1 13.0 13.0 13.0 13.0 12.0
28.1 34.8 33.0 32.0 32.0 26.7 23.9 20.0 19.0 19.0 16.2 16.2 14.8 14.8 14.8 14.8 14.1
28.1 34.8 34.8 33.0 32.0 26.7 23.9 21.8 21.1 20.0 19.0 19.0 17.9 17.9 16.9 16.9 16.2
28.1 34.8 34.8 34.8 32.7 28.8 26.0 23.9 22.9 22.1 21.1 20.0 20.0 19.0 19.0 19.0 19.0
28.1 34.8 34.8 34.8 34.1 29.9 28.1 25.0 23.9 23.9 21.8 21.8 20.7 20.7 20.0 20.0 17.9
28.1 34.8 34.8 35.9 34.1 29.9 28.1 26.0 25.0 25.0 22.9 22.9 21.8 20.4 20.4 19.3 19.3


Nothin fancy, not even radically different.
But the 4.3L chev stuff was realitively close.

The TPS changes are what took the work, ie about 30 mins with the Romulator. Tunercat R_T, a WB, and ecm bench make this all a piece of cake. Yes, the right tools makes it all easier. And like I said practice, and experimenting with new things learned and trying new things, playing what if can lead you into many new concepts of how to get to your goals.



This is just what works for me.
You mileage will vary.


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