I read all sticky post but I have a ton of doubts.
Datalogs show me I’m in the rich side (all BLM are between 108 and 128).
I have for the same RPM/Map differents BLM value.
Example: For 1350 / 35 kpa I have BLM values of 116 to 126.
The situation become wrost when I go to higher map value (I’m acceleratig so I’ts impossible to stay at 60 kpa with a steady RPM value!)
What I need to know is if the BLM value is GOOD even if the engine stay at this level of MAP/RPM only for a fraction of time.
Tim says in P730: Part Throttle Fuel Tuning (no PE):
“I go from idle in 200RPM increments to 1600RPMs. This will yield 5 to 6 good data points. I record 30 seconds of data at each RPM because it takes about that long for me to get the RPMs rock solid and for the BLM to have adjusted and be rock solid.”
How many time the BLM needs to be “rock solid”?
If it needs 30 secs to be “rock solid” I really don’t think that a BLM values (when the RPM/MAP changes in fractions of a second ) can be considered GOOD to be analyzed in order to change a VE table in this RPM/MAP location.
So I can’t understand the next step in the Traxion post:
“..I again make sure the car is warmed up and in closed loop and record myself driving around town. I get 2-3 sessions of about 2 minutes of driving around…
… With this data I then scan through and have many different RPM vs MAP readings.”
Which kind of reality can have a value of BLM 120 at 2000 rpm with 40 kpa if combination of RPM/MAP is present only in one or two samples in the datalog file?
This “learn “ time needed by the bLM has something to do with the constant “BLM update rate” (2.4 sec on my stock chip)?
Another question:
Can I use the brake in order to achieve higher MAP with lower RPM reading instead of driving uphill ?
(not so many uphill here..)
Sorry for all ythese question..
Thanks
-Beppe-

 

You can definitely use the brake for simulating the up hill or higher load conditions. Just don't do it for very long or you'll burn up the rear brakes. ANd give them time to cool between applications.

A good friend showed me that trick.

 

When trying to get the higher values be sure you have increased the TPS PE thresholds. I forget which values exactly (don't have my stuff in front of me) but someone will chime in if you need info.
The trick to getting "good" adjustment values is to run off the table values with minimum interaction from other coded systems like PE. If you are hitting values where the blm locks then you have exceeded a parameter.
I haven't faired too well doing it in the driveway (power braking) but letting the brakes drag can help when moving.
Doesn't learn unless the car is showing VSS motion anyway.
Clear the ECM each time you do a new change/log run too.

Whoa on that !
See this https://www.thirdgen.org/techbb2/sho...hreadid=260520
Do the PE limiting as instructed there.
It's good to read

 

Ok for Power brake way to reach higher MAP value, OK for attention to disable PE.
What about the first part of my post when I speak about the "Rock solid" value on BLMs ?
Thanks
-beppe-

 

Look at the INT value to figure out the steadiness of your BLMs.

The BLM is a coarse adjustment and the INT is a fine adjustment. Once the INT has settled down around 128 or isn't adjusting quickly then the BLMs should be good.

Once you burn a chip youll need to clear the computer and then drive around for a bit to let the computer learn. Then take some Datalogs. If the ints don't move much then the BLMs are good. If you don't give it time to adjust out then you'll see BLMs that are all over the place. As for how long it takes to adjust out, that depends on how far off from 128 they are.