hey what is the best way to tune AE with the 7427 pcm? ive always been told "pumpshot" is what ill need lots of work on, and im getting my wb02 at the end of the week... i want to know the best perfect ideal way to tune for my high rise single plane with BBC tbi.









thanks.

right now i have gobs of AE vs TPS, but was told to fade it at 25%... but i also have another bin with it rising. what is like a AE number that would make this plenum happy?

6.06" 1.18"x2.04" ... something like that.. ill post tables later.

 

so AE vs MAP what should that look like? here is what is looks now


my AE vs TPS looks something like this...



well im running a significant amount more AE, so i shouldn't have any more lean pops. but ill know for sure once i start it up again.

 

When tuning AE there are a lot of factors involved. Air velocity, wall area, TB bore size, intake manifold temperature, and intake air temperature are some that affect the AE requirements the most.

98% of AE tuning needs to be done with the engine at operating temperature. The other 2% is done during warm up and the tuner should only be changing tables that are temperature based.

One item to keep in mind with the air-gap style intake is that the plenum/runner temperature will always be changing (a lot). With this the AE requirements will also be in a state of flux. Romp on it and the manifold temperature will drop like a rock. Sit idling for a minute and the temperature goes back up.

There are quite a few threads on AE tuning. Look for the ones regarding the '7747 & '8746 ECMs. These are also TBI setups.

For dTPS% AE, this is used for the initial quick burst of fuel for immediate AE.

The dMAP AE is then used to fill in the remainder of the AE requirement.

Start at the lower ends of the AE. Do throttle 'steps'. IOW, at a light cruise at various RPMS, hit the throttle quickly but only about 1/4 of the way, and hold it for 8 - 10 seconds. Do this several times.

Then look at the datalog of this action and adjust the tables accordingly. As the lower delta areas are filled in move on to higher & higher deltas. Building the table as you go. Just don't change the low delta stuff as you work on the higher delta AE. Stay within the area of the table being used.

RBob.

 

ok, im going to search those pcms and see what i find on AE..

the AE vs TPS is great right now same as what i posted, but i fiddled with the AE vs MAP today, and raised it about 200 increments each.. and WOW! the trucks hauls *** now without pops. and 1 of the datalogs i was at 28% tps... pretty much the most ive romped on it to date, and it pretty much left everyone in the dust.

i played with part throttle punches a slight bit, and couldnt get it to bog or pop any.. so i would think that AE is good for under 28% tps..

tmrw ill try to romp to 50% tps...


now my MAP with this intakes idles about 54map... driving its been between 46-70s map...

i have quite a FEW AE tables to mess with, they are..

ae vs delta tps
ae vs delta map
ae temp correction vs cts
ae temp correction multiplier vs MAT
differential map AE correction VS CTS
differential tps AE coefficents VS CTS
differential tps AE multiplier VS Baro
differential map AE correction VS RPM

 

RBob hit teh nail on the head for the tuning and potential issues. The AE will be a moving target with that manifold. I resorted to using a temp sensor for the intake itself to do teh AE temp corrections. It was the only way to get consistent performance with a non-heated airgap and CAI. The AE requirements go from everything the injectors can deliver when the manifold is cold to virtually none at all when the manifold is hot. Some other things that will make your life easier is to run an open element. NO CAI or anything like that. If you have functional cowl induction, make it non-functional. You want to take in heated air from the motor/headers to help keep the manifold temps more even.

 

now what exactly im i looking for in the datalogs? say... if the truck does lean pop; how is that identify able in the datalog? this is the confusing part for me.

now i installed a MAT sensor already, birdstyle from a 95 turbo desiel.. into the intake runner #8.. i still have to pin it to the pcm..

but from reading your reply, do i need a IAT sensor as well in the intake?

im pretty sure the AE lower tables are good, cause it dont lean pop at low speeds or throttle anymore..

however AE mid - upper tables may still need work. or maybe i needs more MAP vs AE

i managed to get it to lean pop 1 time, when i gave it say more than 40% tps, right into the shift, is why im thinking MAP ae
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ok, will this be sufficent? i think your hit it on the nail about the open element, cause its nice and warm air its getting now, with the 180* tstat. what do you think?

 

That is a good point on the AE requirement vs intake charge temp. What I've found with my non heated and non air gap style intake is that it becomes pretty hot once the engine heats up but generally the intake charge stays cool because as long as the throttle is open the air isn't staying in the intake long enough to conduct heat from the walls of the intake. At idle however the charge temp almost instantly starts to climb to well over 100 degrees F. Now I understand why the MAT sensor is so important. I do think that the MAF controlled setups are slightly less effected by the varying intake temp. but I have experienced many times sitting at a long stop light on a hot engine and taking off with a major rich bog because the pcm currently can't correct for the super heated intake charge that builds up after sitting idling for so long. If I just come to a stop for an instance and hit the gas and go it leeps everytime because the AE is more correct for the amount of heat in the intake. Its all starting to make sense now.

 

Same as oldred and dimented said, I don't have an air gap, but I have a 4 inch cowl hood with an open element, and a high rise GMPP intake, like the performer RPM. I can see how the intake temps can affect AE. I am using an IAT sensor, and would like to get creative and do like dimented did, but with future plans for turbos, I figured I'd get by for now since under boost my temps will be higher and not as affected by ambient air temp changes. good luke tuning your AE, as I am still working on mine.

 

well AE doesnt seem to be the problem.. i figured that out by cuting AE actually.. not adding. im runing a stock sbc tb AE vs MAP settings and i added maybe 250 more to the AE vs TPS. runs tons faster than any more AE in the mix.. no intake pops or nothing.. but this is contributed to the single plane intake, and highrise, along with 25psi of fuel.

VE is what needs tuning, as a matter, i want to flat out spots in my AE tps, to try something..