RBob

iTrader: (1)

You will want to use the EBL SFI-6 over the EBL Flash. The SFI-6 system retains the sequential fuel injection along with having more support for boost. Even has alcohol injection control and wategate control.

To use it in your car will need to re-pin the two connectors into three. We carry the 3rd connector and will supply the re-pin guide. You can add an IAT but it isn't required. The hot air cars didn't have one.

Not sure how much boost you are pushing but can use either a 2-bar (to 15 psi) or a 3-bar (to 30 psi) MAP sensor. The MAF sensor is no longer used.

There is one supplied BIN with the EBL SFI-6, it is from a Turbo Buick (intercooled).

RBob.

robertfrank

iTrader: (27)

Ok I have a few more questions, I was going to start a new thread but since this is EBL FLASH related I figured I'd post it here......

I'm starting a new tune from basically scratch, I was given a bin to start with by a fellow member with a fairly similar combo but I need to make it more my own. Here's my specs and how I'd like to run it....
EBL FLASH with the port mod
Zeitronix ZT2 wideband
383 LT1 running a standard distributor
195cc heads with 2.00/1.60 valves
XFI280 camshaft with 1.6 rockers
LS7 lifters
Hurricane EFI Intake with 36lb Bosch 3 injectors
Ported 454 TBI unit (750cfm) running sans injector pod (dry)
Dyno Don 1 3/4 shorties 2.5 Y into 3.5 single exhaust
Edge 3600 stall with 3:42 gears

Car weighs about 2830 with me in it and a full tank of gas

There's no EGR, CCP

I'd prefer to run in open loop as I've had success with it before but I can't remember how to set it up. I really want to get this tune as close as possible before I even fire this engine. I know I will still have to adjust 'VE and what not but I don't want to burn a fresh engine. Any help would be awesome

RBob

iTrader: (1)

To run open loop set the closed loop enable CTS high: Closed Loop - CTS Threshold

As far as to what to do with the BIN, hard to say as it has already been modified. At a minimum it would be good to try and get the injector compensation values to plug in.

RBob.

robertfrank

iTrader: (27)

Ok next question. I'm having a problem with communication from the EBL to the laptop. I have an insignia us to serial adapter and have the drivers for it to run. For some reason the EBL isn't talking to the laptop. I've tried setting the comport to comm1 and I have nothing

RBob

iTrader: (1)

Use the Device Manager to see which COM port is assigned to the cable:

http://dynamicefi.com/USB2SerialSetup.php

With that cable using the Prolific chip-set, it may work OK, it may work intermittently, or may not work at all.

RBob.

robertfrank

iTrader: (27)

I got it working so here's to hoping lol

robertfrank

iTrader: (27)

Next question is I'm trying to set the initial advance. My cam has 236 degrees of duration. The tune I was sent had an initial advance of 10 degrees. Since the engine hasn't been run yet should I start with an initial advance of 0 in the tune to start? The cam has a 4 degree advance built into it. Should I set the initial advance to 4 in the tune and go from there?

RBob

iTrader: (1)

The cam timing and initial SA are not directly connected.

The purpose of the "SA - Initial SA" is to compensate for the base distributor timing. For proper spark timing they need to match. The ECM subtracts out the initial SA value, with the physical position of the distributor relative to TDC adds it back.

With that cam using an initial advance of 10* is reasonable. This is due to the engine cranking at the base timing. So leave it at 10* in the calibration.

And once the engine is running and up to temperature, with an open EST/BYPASS connector set the distributor base timing to the same 10* BTDC.

RBob.

Rickeyyoung

Hey guys,
I'm new here. I have a 1986 el camino 4.3 v6. Can I use a msd probillet distributor with the dynamic efi EBI ECM?

RBob

iTrader: (1)

As long as it is a direct replacement for the stock computer controlled distributor, yes, it will work. To be honest, I'm not sure why one would want to. The stock GM distributors are very good. If anything make sure to use a GM AC Delco ICM.

RBob.

Rickeyyoung

Thanks

Ronny

iTrader: (1)

MSD told me they have no direct replacement for my HEI stock distributor(1984 TBI 350).

My stock works just fine with Delco module and Accel Blaster coil. Pick up is 30+ years old

robertfrank

iTrader: (27)

So I have a question, when looking at my wideband info on the WUD it's reading different than what my gauge reads. If the WUD says 12.3 the gauge reads 11.6. Do I need to calibrate my wideband? I have a Zeitronix ZT2 wideband and controller....

Edit...nevermind I figured it out. I had it set on the wrong Zeitronix option. I set it to the non linear and it works dine

gbayfisher

In tuning my new set up, pre boost, I am hitting 100% ve in some areas while doing ve learns, those areas on the table are showing very lean on my WB. What is the best approach to over come this issue? My last set up put me over 100% and I tuned it out with lowering my injector sizing, and then compensating for that on the VE table.... wondering if there is a better method?


thanks

RBob

iTrader: (1)

Do the same, set the injector flow rate lower. Keep an eye on the injector duty cycle (DC%) and the fuel pressure.

RBob.

gbayfisher

thanks RBob.


Sounds good. Injectors are 62lbs, DC is only about 50%, fuel pressure holding well at 45-48.
I will lower the injector rate by about 15%. I cant remember now what I did to compensate for the increase in ve when I last did it. Do I simply lower the good areas on throughout the table by the same 15%? Is this the correlation between ve values and injector flow rates?

RBob

iTrader: (1)

That works.

RBob.

anesthes

iTrader: (12)

Can you modify the code to allow for VE above 100% ?

-- Joe

Street Lethal

iTrader: (16)

He could, but chose not to as it being a standard for the system due to a buyers inexperience...

robertfrank

iTrader: (27)

Ok so I'm having some DFCO issues. When I'm letting off the throttle I'm running PIG rich. Like 11.3 rich. How do I pull that back some?

RBob

iTrader: (1)

Not a decel fuel cut off (DFCO) issue, that is when the fuel is completely cut off.

Look at the RPM and MAP and reduce the VE tables in those areas. Be careful to not go too lean as that can cause mis-fire and/or surging.

RBob.

Ronny

iTrader: (1)

You may be in OL at zero throttle? There is a flag to enable OL at idle/zero T. Some rich is expected as vac pulls all the fuel off the intake runner/TB.

robertfrank

iTrader: (27)

I am tuning in open loop yes

Ronny

iTrader: (1)

Are you using the WB to make changes in fueling tables?
Prior build I was OL idle to 20 MPH but would go CL(NB) at 21 MPH. Motor liked OL 0-21 as CL at that MPH seemed lean and less responsive when driving normally. adding AE did not help. Now I am port fuel and drivability is so much better.

robertfrank

iTrader: (27)

I am using the wideband yes. I am also running port fueling as well. I seem to be having issues with the 'VE learns. I was running the smoothing factor at 5 but I switched it down to 1. The car seems to fatten up big time once it warms up. Do I adjust the OL- AFR multiplier vs CTS table to compensate?

robertfrank

iTrader: (27)

Also, I'm still working on my timing tables. I haven't loaded these in yet but I wanted you guys to look at them and tell me your thoughts. I'm trying to keep then as smooth and linear as possible.

Ronny

iTrader: (1)

I used stock tables for coolant. Same on IAT. No issues. Again I am CL NB sensor. Did you enlean the VE tables as of yet?

robertfrank

iTrader: (27)

I did and it helped a touch but I think I might be having an issue with my coolant temp sensor. For some reason it and the temp gauge aren't reading the same. The gauge will be around 180 and the CTS will read much cooler, like 120. I'm thinking that will also cause the rich conditions I'm getting

Ronny

iTrader: (1)

Are there two coolant sensors? One for the gauge and another for the ECU?

Ericc

How fast should the O2 sensors be transitioning back and forth when I look at the O2 signal in the Whats up Display.

I get the feeling that I'm swinging too slow. My O2 sensor output during cruise looks more like a rounded square wave with transitions every 1-1.5 seconds or so. I'll get a screenshot next time Im in the truck.

Just curious.

ownor

iTrader: (5)

Is there any benefit to running off-idle zero throttle/DE in CL, or is it even possible?

Afaik the CTS value is filtered by the ECM, so it will lag behind some. There's a filtering or smoothing factor somewhere in the calibration (TunerPro). Although, 180 and 120 seem a bit far off.. Is that in stationary conditions or while it's warming up?

RBob

iTrader: (1)

These two threads have good information regarding your question. Has screenshots showing good & bad O2 crossings along with how to tune it in:

https://www.thirdgen.org/forums/diy-...int-delay.html
https://www.thirdgen.org/forums/diy-...tant-hard.html

RBob.

Helrazzor

I'm running the EBL Flash and installing the TT-1 Wideband. I was planning on removing the NB and just running the WB but reading through the posts, it seems this is not a good idea if I want to run CL. Is this correct?

I do not plan on running both at the same time so I will pull the NB and tune with the WB then put the NB back in and go CL. Orange wire out of TT-1 will go to terminal 0 inside EBL. Should I hook up purple wire to the NB input to the EBL or somewhere else?

Scott

GTA

hi folks,

as this is the ebl thread here goes.

I have a super ram intake on a 5.7 , AFR 180 cc heads a comp 264 can with 1.6 rr ,
slp 1 5\8 ss shorty headers . I purchased the ebl and am very happy with it , i am not a expert or very good tuner but am trying.
i am currently trying to get the ve tables in line, i have been doing WB learns ( innovate)
and as a result the ve tables are not perfect smooth but the car runs very well. then i enable the BLM learns and the learning removes fuel to the point that the WB starts to show lean and the BLM is low showing rich , it will progress to the point that the car will surge and stall at low speed ex parking lot or reversing.

I currently have the EGR\AIR\CCP all disabled. today i tried to enable the egr , and as such the BLM rose to the mid 130's , then i tried the CCP enable..... the moment that CCP function turned on the car lost all power and just nosed over....never stalled but it felt as if the fuel was shut off for a second, the car was undrivable.

so i returned home disabled the EGR\CCP function in the bin and tried a WB learn... i was floored the WB was adding 12-15 percent according to the WUD. after a few WB learns the car is now back to a perfect idle and smooth operation, but im frustrated, i retained all my emission equip and really would like to run the EGR and CCP and AIR . i have been working with rbob on this but i thought it would be good to post here in case any one else has been dealing with the same issue.

When the WB does the learns it adds fuel like crazy ... car runs good...... when the BLM does the learns it pulls fuel in all the same places and the car end up running lean and i have problems. any help or direction would be greatly appreciated , thx sean

RBob

iTrader: (1)

The WB sensor needs to be at least 3 feet from the exhaust ports. Many times this isn't possible with the stock NB location.

Run the orange wire to terminal 0, leave the purple wire disconnected.

RBob.

Helrazzor

[QUOTE=RBob;6160703]The WB sensor needs to be at least 3 feet from the exhaust ports. Many times this isn't possible with the stock NB location.

So as long as this is done, I can leave WB in and put EBL in CL mode and just switch back and forth whenever I need to tune?

Not hooking up purple wire will not throw a code will it?

Scott

alex91z28

my car did that with the one wire nb sensor, changed it to a three wire sensor and it started to work fine.

gbayfisher

Where does the P4 reduce timing under boost? I have timing in the tune to be pulled 6* at 3-5 psi , but i dont see timing pulled when im analyzing the data log. Still shows 30* at wot under 5 psi. Fyi , i am not detonating either.

Street Lethal

iTrader: (16)

Be sure that either your 2-Bar or 3-Bar Flag is set for the MAP sensor.

gbayfisher

Yes , def have that set. I just took a closer look , and just realized that I'm not pushing enough boost to get into the higher boost retard areas of the table.
lol. time to add more boost......

ownor

iTrader: (5)

well if you're not running into detonation then you're good to go i guess

RBob

iTrader: (1)

Best to leave the stock NB in place and wired to the ECM (as stock). Also install the WB O2 and controller and wire the orange wire to the EBL terminal strip. This way the WB data is always available and the NB is in place for closed loop operation.

RBob.

robertfrank

iTrader: (27)

Ok I have a question....

My VE learns don't seem to be doing me a lick of good. I've been having to manually adjust my 'VE tables. I've set the smoothing factor to 1 and even then it seems like the 'VE learn wants to pull WAY to much fuel. I'm running in open loop and I've been trying to get it right but I feel like I'm chasing my tail. The engine seems to love being in between 13.5-14.3 in the AFR range. How can I lean it out without going too far? I've tried to adjust the Open loop AFR-CTS table but I'm a little confused on how that works

RBob

iTrader: (1)

A WB based VE Learn compares the commanded AFR to the WB reported AFR and adjusts from there. The 13.5 - 14.3 AFR that the engine likes is typical. The mileage and emissions will be bad, but the engine will like it.

As for the Open Loop - AFR Multiplier vs CTS table, it changes the commanded AFR by the percentage value in the table. A negative value making the AFR lower, which is richer.

RBob.

robertfrank

iTrader: (27)

So is the commanded AFR the Open Loop AFR vs RPM vs VAC table? Or is it pulling strictly from the regular VE tables? Or is it a combination of both? Lastly, I'm running Bosch 3 36lb injectors. Would I have to change the voltage offsets to compensate as well?

RBob

iTrader: (1)

When cranking the commanded AFR (cAFR) is from the Crank - AFR table

When in lean cruise mode the cAFR is from the HiWy - AFR table.

When in PE mode the cAFR is from the PE - AFR table. With a modifier to make it richer when the CTS is under a temperature.

All (?) other times the cAFR is a combination of the Open Loop - AFR vs RPM & VAC table and the Open Loop - AFR multiplier vs CTS table.

The VE value and the cAFR are both used in the PW calculation, as they are two separate things.

RBob.

ownor

iTrader: (5)

Good, condensed info there!
Assuming AE, DE, DFCO have no influence on the cAFR?

RBob

iTrader: (1)

They do not affect the cAFR. Those functions act directly on the resultant injector PW.

RBob.

robertfrank

iTrader: (27)

Now when doing the VE learns, does the EBL try to set the VE tables to match the commanded AFR tables?

RBob

iTrader: (1)

In WB learn mode, yes, the VE tables are adjusted to get the WB reported AFR to match the cAFR.

RBob.