Delving into the mighty 302a (Maf based help needed here)
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Supreme Member
Joined: Aug 2002
Posts: 3,827
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From: Gainesville, FL
Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
Delving into the mighty 302a (Maf based help needed here)
Alright, up in TunerCats here... 302a (86-89 2.8 MAF) and curious about a couple things...
First, the Spark Advance vs RPM vs Load table -
What is with the rpm only going to 4800, and the load only going to an LV8 of 208? Outside those values, does it just stick with the contents of the last cell with a value?
The Pulse Width vs Load Value table goes up to an LV8 of 256 - is this really a 255 LV8, which I take it means the MAF is maxed?
Actually, better question - how is LV8 calculated?
I think that'll start me... tomorrow, mass data loggin' :lala:
First, the Spark Advance vs RPM vs Load table -
What is with the rpm only going to 4800, and the load only going to an LV8 of 208? Outside those values, does it just stick with the contents of the last cell with a value?
The Pulse Width vs Load Value table goes up to an LV8 of 256 - is this really a 255 LV8, which I take it means the MAF is maxed?
Actually, better question - how is LV8 calculated?
I think that'll start me... tomorrow, mass data loggin' :lala:
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Joined: Jun 2002
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From: great lakes
lv8 load variable 8 bit.
rpm/ airflow ie
2000rpm/100grms,sec = 100 x 255 / 256 = lv8 there is and lv8 scalar but on your stock code its at 255 it can be changed but i wouldnt recomend dicking with it unless you changed the MAF or something extreme and you found yourself running off the end of the timming table.
so
rpm/airflow x scalar/ 256
follow that ?
rpm/ airflow ie
2000rpm/100grms,sec = 100 x 255 / 256 = lv8 there is and lv8 scalar but on your stock code its at 255 it can be changed but i wouldnt recomend dicking with it unless you changed the MAF or something extreme and you found yourself running off the end of the timming table.
so
rpm/airflow x scalar/ 256
follow that ?
Thread Starter
Supreme Member
Joined: Aug 2002
Posts: 3,827
Likes: 1
From: Gainesville, FL
Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
Absolutely... I'm not going to mess with the scalar at all - I don't see a reason to. I just wanted to make sure I knew how the computer was coming up with the LV8.
Funstick, in your 32b tuning article, you mention a BPW FUEL vs LOAD table... I don't seem to have that table in TunerCat.
I do, however, have an INJECTOR PULSE WIDTH VS LOAD VALUE table - but it's 2D, instead of the nice, large, 3D table you showed with the 165 ecu. Even worse, the IPW vs LV8 is completely linear! I fail to believe that my fueling req's are quite that... straightforward.
Any recommendations for base fuel tuning?
I do, however, have an AE pulse multiplier vs AE pulse number, which I believe is (in a nutshell) the length of the pump shot, yes?
Which leaves the AE PM vs Coolant Temp as the size of the actual pump shot, correct?
I'm going to do my best to get some datalogging today...
Funstick, in your 32b tuning article, you mention a BPW FUEL vs LOAD table... I don't seem to have that table in TunerCat.
I do, however, have an INJECTOR PULSE WIDTH VS LOAD VALUE table - but it's 2D, instead of the nice, large, 3D table you showed with the 165 ecu. Even worse, the IPW vs LV8 is completely linear! I fail to believe that my fueling req's are quite that... straightforward.
Any recommendations for base fuel tuning?I do, however, have an AE pulse multiplier vs AE pulse number, which I believe is (in a nutshell) the length of the pump shot, yes?
Which leaves the AE PM vs Coolant Temp as the size of the actual pump shot, correct?
I'm going to do my best to get some datalogging today...
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