I have SD using Tuner Cat 8_D Ecm.In these tables am I correct that the higher the Kpa map represents more load on the engine at that particular RPM.If I'm on the right track here's my Q?When tring to set the lower ve tables 400-1600 RPM.just sitting there and taking a scan at 200rpm increments.My BLM/INT or low 1o8/89.I burned about 3 chips today decreasing the value only in the 20 Kpa.I'm thinking if this represent load then sitting there at a certain rpm would be next to no load on the engine.Even after decreasingthe values by almost 3 points still no change in scan reading do I need to do the rest of the as well.I haven't set the BLM min/max to 128 yet because I'm underthe impression you should be somewhat close before doing this.I have the fule pressure set about 47,injector flowrate at 26.9 on svo 24#inj.rest of mods are in sig.Any help would be great.
BTW I did read the part throttle tuning no PE several time.

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1991 1LE Z28 355cu 5SPD (ORIGINALLY 305 BEST E.T. 14.186@99.86mph)NO PASSES ON 355 YET.MINI RAM INTAKE,AFR 190 HEADS,10.23:1cr 24# SVO INJECTORS,BBK 52mmTB,AFPR
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67RS 327cu 92K ORIG MILES.NEWER GM HEADS HEADERS,650 HOLLEY CARB,CAM, 350 TURBO TRANS W/SHIFT KIT&COOLER 12 BOLT POSI 3.73'S MUTLILEAF SPRINGS
NEW VINYLROOF&CARPET, COWL HOOD,HIDE AWAY HEAD LITES,

 

High kpa is high load. The reason you haven't seen a change in the blm is because the engine isn't idling at 20kpa. look at the kpa and rpm when the engine is idling. should be around 750rpms X 40-50kpa. These are the cell(s) on the VE table you want to change.

for example, if your engine idles at 800rpms and 50 kpa with a Blm of 108, you would change the 800rpm X 50kpa cell in the VE table.

Try this formula to get close -

New VE = (((Blm/128)-1)*2) * Old VE + Old VE

 

OK that sounds good.I wasn't sure how high on the chart it idles cause my scanner doesn't give those readings.It's just a Auto X-ray it isn't that fancy is that kpa a metric measurement by any chance.My scanner has sae/metric on it but when I switch it over to metric nothing seems to change.Who knows maybe I don't even know how to do that any thank for the reply

 

keep in mind that I just guessed at the kpa your engine idles at. It could be 40-70kpa depending on the cam you have.

I don't know anything about the auto xray. I'm surprised to hear it doesn't display MAP sensor readings in kpa. Most scan tools I have looked at display MAP in kpa. You might want to contact the manufacturer.

kpa is metric.

IMHO it will will more difficult to do part throttle and idle fueling changes without a MAP reading in kpa. You will have to take the extra step and convert from whatever unit your scan tool is displaying to kpa.


I appologize for the poor capitalization. My keyboard drank a pint of water earlier and is now giving me trouble. Argh, don't drink and type.

 

Original P730 Part throttle fuel tuning post...

https://www.thirdgen.org/messgboard/...ML/000637.html

Tim



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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

 

OK I'm sorry my scan tool does give map readings I was looking for something listed as KPA I'm so dumb sometimes.And Tim I'm going to assume your reply means reread the post.So I did and with rereading it did help I thought I understood it till tried and got no improvments then with help from the other replys and put a little differant words I put 1&2 together. Sometime it takes me a few times but I eventually catch on.I tend to make things harder then it is.But everytime you guys answer a topic for me I learn something new.And the easier this all sees to be.one other thing while we're am I correct in not setting the BLM untill I'm somewhat close.Thanks again guys

 

Do you mean not locking the BLM until you are close?

I think that Glenn's method and my method combined yield the quickest method to the get the VE nailed down ... especially with a setup that is radically different than your past setup. Tuning the VE using solely the BLM will get you close. You can then lock the BLM and tune with the INT to get it real close. This mechanism is also, IMHO, the safest mechanism because you don't want to lock the BLM if you are running lean in the upper MAP (high load) region.

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

 

Yes meant to say lock.As it is right now my BLM/INT are set at default.And I was wondering if I should make adjustments to the get a little closer to 128 as I'am at 108 BLM and 80,90ish INT.or jsut lock the INT at 128 and get the BLM close the go on to the INT.I plan on contacting Auto scan about this matter but is their anyone using this scan tool and getting it to give you metric reading my map sensor reading are in volts or maybe know a formula to convert.

 

Chief,

In your case don't lock the BLM yet. Use BLMs to get you relative close (i.e. within plus or minus 6 BLM units from 128). Then lock the BLM and tune with the INT. Make sure you tune the high load areas with the BLM unlocked first in order to ensure that you are relatively close in that area.

------------------
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 completely agree with Tim; DON'T lock the BLM as you are far too rich. All you'll do is trigger an SES code (O2 rich reading) which will further compound your tuning. Until you are getting BLMs AT LEAST in the 115s-140s range, you are too far out to lock the BLM and use the INTs.