I have been tuning my ve tables for my 4x4 with the blm locked to 128 and using the int. for tuning. I have the lower part of the table nailed and it is the higher ve kpa I am having trouble with. I have the wot delay set at a max and the bypass wot delay set at max. so I cannot go into pe. In doing this I am very careful on acceleration and always have the laptop scanner by my side. I am not going into pe mode at any time because the afr never drops from 14.7. with this said, I notice when I squeeze the peddle I notice the int will increase lean through the areas which are in the lower kpa which I have already set to 128. My question is, To set the upper ve table should I be:

-accelerating to a fixed point tps until I achieve a higher holding kpa for set period of time until the int stops changing

-or when you are actually going up in tps, rpm, map and using all these points then tune the upper ve table.
note: i am doing a very mild acceleration no wot by any means!

I noticed at a fixed tps, map, and rpm I can tune the lower ve table and this is how I set my lower ve table but when I accelerate slowly I notice the areas which I already tuned to 128 are now lean. Which is the correct method? I hope I am making myself clear. My bpw is 120.

should my integrator change lean on very mild acceleration if the ve is correct?

Should pumpshot prevent leaning int. on initial acceleration?

Does anybody have pump shot vs diff tps that I can use for reference.

This is my pumpshot table vs diff tps

%tps usec added
0.0 61
3.1 366
6.3 732
9.4 1343
12.5 2380
15.6 4028
18.8 6470
21.9 9705
25.0 13184

383 stroker, 64cc 23deg trickflow heads c/w edlebrock performer intake and adapter, cam is an extreme 4x4 comp. Cam. 12-235-2 grind ( .447/.462 lift, duration 210 218 lift @50, 111 lobe separation) . unit has hypr. Flattop floating pistons, eagle cast crank, 5.7eagle rods. 10.2:1 comp. Headers c/w 2.5” flowmaster exhaust. 16147060 pcm, $85def , 454tbi 80lb injectors.



[This message has been edited by prscarf (edited June 22, 2001).]

 

I don't understand why blocking out the PE after you have the lower stuff done.
The 128 lock isn't my favorite way of doing things, so I'm not real clear on where your heading with that, at other then the C/L areas.

For the high side of the VE table start rich with some timing taken out. The slowly lean and advance the timing for best performance, and watch the plugs for signs of detonation.

 

-accelerating to a fixed point tps until I achieve a higher holding kpa for set period of time until the int stops changing

-or when you are actually going up in tps, rpm, map and using all these points then tune the upper ve table.

which is the answer to the above question to set the upper ve table?

to answer your question, i am altering the upper ve table in c/l only.

 

i know the you guys know the answers to these questions! i really need this info. i have $7000 into this block and need the feedback. want to ensure upper ve is done correctly before going into wot tuning. you all preech this "ensure you tune the ve table before wot tuning" right!!!!!!

traxion, grumpy, glen, pablo, fbroker need the info please.

 

I mean ZERO disrespect by this...

If you have $7000 into a block then DO NOT play guessing games. Get the car on a dyno with a wide-band O2 sensor and do your tuning there. That is TOO much money to guess with.

I am not a TBI-man. However...

This *can* happen if the pumpshot is wrong. Yes, pumpshot can prevent initial leaning on acceleration. Also keep in mind that air/coolant temps can change your once 'perfect' VE curves if those temp tables are not correct.

Tim

------------------
TRAXION's 1990 IROC-Z
Best Time = 12.244 @ 112.51mph (1.778 60' / 7.819@88.32mph in the 1/8)
All Natural. No Force. No Drugs. Stock Bottom End. Stock Body Panels.
Gunning for NA 11's with bigger cam, bigger stall, and bigger exhaust.
-=ICON Motorsports=-
Moderator: PROM board at thirdgen.org

 

i don't have a dyno at my disposal.

[This message has been edited by prscarf (edited June 24, 2001).]

 

Nobody in your general area has a dyno? Call around ... you might get surprised. There is probably one within 1 to 1.5hrs from your house.

Tim

------------------
TRAXION's 1990 IROC-Z
Best Time = 12.244 @ 112.51mph (1.778 60' / 7.819@88.32mph in the 1/8)
All Natural. No Force. No Drugs. Stock Bottom End. Stock Body Panels.
Gunning for NA 11's with bigger cam, bigger stall, and bigger exhaust.
-=ICON Motorsports=-
Moderator: PROM board at thirdgen.org