Hey guys,

I've finally been tuning the hotrod and I have a couple questions. Does the SA fluctuate normally? At idle my SA jumps back and forth from 13 to 19 when cold and when it warms up it's usually between 18 and 21. Also I have a 3 wire o2 sensor and the readings don't always match up. As seen in the datalog. I've been doing some VE learns and the car seems to get better with each flash but the whole "what do I do next" is bugging me. I have highway mode or "lean cruise" set to 150mph and the EGR has been disabled. Also I tried to disable the CCP by unchecking the option box for it but it still seems to activate while learning.

I've have been getting a pretty healthy surge under very light throttle and the afr's usually jump back and forth from 14.7 -15.8. I've read that I might have to adjust my AE but I reallt don't know what to change just yet. One last thing is that I seem to get quite abit of knock during startup but nothing really much throughout the engine operation. Well enough for the chatter here's the most recent datalog I have, hopefully you guys could give me alittle insight on this.

 

The jumpy SA at idle is OK, that is the idle stabilization SA. Once the cam goes in you can usually reduce the amount of compensation for a better idle.

Definitely needs more VE Learns done. There are areas of 108 through 110 BLM values. I was wondering what fuel pressure and injectors are being used. The BPC is still set to 135 which is the stock value. This may account for the low BLM values.

You mentioned surging at light throttle, next time tap on the space bar while data logging. This will put markers into the data stream. It will make it easy to find that area as you scroll through the data log or look at the .ebl output file.

If it is where I think it is, the ECM is going into async injection mode. That may be part of the issue. But it would be best to get the BLMs closer to 128 and mark the log file where the surging occurs. That way the right cal item is changed.

RBob.

 

currently I am using the stock injectors at 15 psi. I used the BPC-TBI excell page to calculate what I needed and it came up with a BPC vs VAC of 124.00. I inputed that into my next BIN but haven't used it yet. Also I read on here that by adding alittle more to the BPC should help throttle response so I thought I should try in little increments to see how that turns out. I changed it from 37.65 to 40.00 just to be on the safe side. Also, it seems when I let of the gas some times andcoast the engine go WAY lean. Like into the 17.1-19.0 range. what can I do to remedy this?

 

Quote: Also I read on here that by adding alittle more to the BPC should help throttle response so I thought I should try in little increments to see how that turns out.
That I never read? Provide a link to that thread if you could. I have a VAFPR so I know my BPC may not be perfect for all VAC but I can tune off of it never the less. My BPC is accurrate for WOT however. My max VE is running 85-90 in some areas so that I feel it is close enough.

As RBob says do more learns.

Enleanment with a throttle let off is normal. The increase in VAC that results shears the wetness off the manifold runners temporarily till the wetness is restored. My set up will result in engine kill on a cold manifold if I do same and come to a stop light. My manifold runs toward cold.

 

I can't remember exactly what thread I read that in but it was in effect to VAFPR's in general. Mine is a XTREMEFI adjustable one. But from what I could tell the same pricipals applied. I think I searched under EBL BPC and went through the threads.

 

Did you address the BPC in the "BPC vs VAC" tables? 0 VAC = 100 MAP. There is a calculator to set table for that as well. It can be calibrated as well thru use of a Mighty Vac devise.

 

I believe that post suggests the use of a VAFPR improves throttle response. BPC is set it and forget it. It just tells the ECU the CID + inj size + FP you are running. Setting it higher BPC tells ECU the injectors are smaller that you are actually running. Not sure what the efffect of that would be on a car that has a properly tuned VE table. I think much of the BPW is referenced in the end to VE tables. Not sure on that statement being 100%.

 

Yes I used the BPC-TBI calculator that came with the EBL, Here's a txt version of the calculation.


Calculate the BPC for TBI Injected Engines

Note: for TBI use ONLY!
Fill in the items in row 8 (in blue), the BPC values for the tables will be calculated & displayed

Cyl: CI: Fuel PSI: Inj #/hr: # Inj: VacRef: rr, V 1.1
8 305 15 54.57 2 0

Cyl: Number of cylinders
CI: Cubic inch displacement
Fuel PSI: Fuel pressure with vac line disconnected and engine running
Inj #/hr: Single injector flow rate in lbs per hour @ 13 psi
# Inj: Total number of injectors
VacRef: 0 for a Standard FPR, 1 for a Vacuum Referenced FPR (connected to manifold vacuum)

Standard BPC table: 'BPC - BPC vs VAC'
Flow per Injector: Total Injector Flow:
VAC BPC PSI, fuel Gms/Sec #/Hr #/Hr Cyl/Vol L:
0 124 15.00 7.39 58.6 117.2 0.62486875
5 124 15.00 7.39 58.6 117.2
10 124 15.00 7.39 58.6 117.2 Factor:
15 124 15.00 7.39 58.6 117.2 1461.5
20 124 15.00 7.39 58.6 117.2
25 124 15.00 7.39 58.6 117.2 Approximate
30 124 15.00 7.39 58.6 117.2 HP
35 124 15.00 7.39 58.6 117.2 Supported:
40 124 15.00 7.39 58.6 117.2 221
45 124 15.00 7.39 58.6 117.2
50 124 15.00 7.39 58.6 117.2
55 124 15.00 7.39 58.6 117.2
60 124 15.00 7.39 58.6 117.2
65 124 15.00 7.39 58.6 117.2
70 124 15.00 7.39 58.6 117.2
75 124 15.00 7.39 58.6 117.2
80 124 15.00 7.39 58.6 117.2


Boost BPC table: 'BST - BPC vs Boost'
Flow per Injector: Total Injector Flow:
Boost Kpa BPC PSI, fuel Gms/Sec #/HR #/Hr
200 124 15.00 7.39 58.6 117.2 Approximate
190 124 15.00 7.39 58.6 117.2 HP
180 124 15.00 7.39 58.6 117.2 Supported:
170 124 15.00 7.39 58.6 117.2 221
160 124 15.00 7.39 58.6 117.2
150 124 15.00 7.39 58.6 117.2
140 124 15.00 7.39 58.6 117.2
130 124 15.00 7.39 58.6 117.2
120 124 15.00 7.39 58.6 117.2
110 124 15.00 7.39 58.6 117.2
100 124 15.00 7.39 58.6 117.2

 

Disregard the Boost table not applicable.

Some thing is wrong with the first table. Unless that is that the VAFPR is NOT attached to manifold vacuum. If it is to be vac referenced the 0 Vac or 100 MAP should be 123-124 BPC. 70 VAC or 30 MAP should show a BPC of around 217 assumming the FP at idle is 4.8 psi.

What is you FP at idle? And what VAC-MAP do you idle at?

 

My fuel pressure at idle is 15 psi. I don't know where to look for "Map vs Vac".Also. I just used an injector sizing program and it tells me my BPW should be around 135.9. Where do I need to look to verify this in tunerpro rt? There is not a VAFPR calculated in the BPC-TBI program. It's 0 for a stock regulator and 1 for a vac ref.



Injector Sizing Calculator




Standard Injector Flowrate 55 Lb/hr
@ 15 psi Results
No. of injectors 2 These injectors @ 20psi
Injector Duty Cycle% 90 Will flow 63.51 Lb/hr
BSFC 0.45 And support approx 254hp

New Pressure 20



Only Insert Data in the BLUE Cells !!!


BPW Calculation: ('7747ECM)

Bore: 3.736 In
Stroke: 3.48 In
Cylinders: 8
Capacity: 305.19 Cubic Inches
5.00 Litres
Injector size: 55 Lb/Hr/Injector
6.72002776 grams/sec

BPW: 135.9596567

 

The EBL XDF has a table called BPC vs VAC. If you are(??) using VAFPR referenced to manifold VAC each VAC table entry (VAC 0-5-10-15 etc) will have a different entry for BPC VAC 0 being 124, VAC 5 being approx 127, etc. FP with VAC line detached should be 15 lbs at idle. Once the vac line attached it should reduce FP as I stated above. You are idling at 15 lbs FP so I assume you have VAFPR detached from VAC not being used. Attached it should be MUCH lower. Maybe I misunderstand your fuel system you are using.

 

OK, that's table I changed to 124.00 across the board as referenced in my above post. I am not using a VAFPR just an adjustable one. I have yet to see what these changes will do. I'm still at work but I will find out when I can.

 

Understood.

 

Well I tried the new BIN with the changes that I made and the idle seemed to get little better and it seemed to have a touch more pep but it was running alittle fatter than I would've liked. I did a short datalog. I'm thinking of changing the BPC vs VAC to 127 to see if it will lean it out a touch. Tell me what you think. it's in Excell because my comp is being retarded.

 

Ok, tonight I checked my fuel pressure again and I guess I was alittle off. I'm only at 14 psi. So I did a recalculation and it tells me to try a BPC vs VAC of 127 so I'll see how that goes. I've been doing some searching on the surge I've been having and the best recourse I have found was to zero out my Async hi and lo transitions to help smooth out my idle and possibly clear up some lean spots. I set my Base pulse filter to 40.00. should I set it back to 37.65 or wait and see how it runs with the 127 BPC vs VAC? I also Don't know how to set my BPW to 136 as calculated in my injector sizing calculator. where do I input that? One last thing, how do I raise my open loop idle? the car only idles at like 600 rpms when warming up and I'd like to raise it back to the stock 1000-1100. I can't find anywhere in tunerpro rt on how to do this.

 

Try to adjust some # if you havent already, required by using higher FP. Post#4 and #21.

https://www.thirdgen.org/forums/diy-...o3-lt1cam.html

BPC vs VAC has to be the correct #value for injector size and FP. No real performance going higher or lower. If you need more fuel increase FP and make the adjustment in the bin.

Stock federal bin with fueling corrections, then playn with SA is prbably the best way to start tuning for performance if you dont have a radical different set up, 2nd ist probably VE.

 

Increasing the BPC will increase the injector PW, for a richer AFR. You don't need to change the BPC filter value as there is nothing to filter. With the same BPC throughout the table it won't be changing. The BPC filter is for when a VRFPR is in place with a corresponding tapered BPC in the BPC vs VAC table.

There isn't any BPW terms in the EBL calibration. Only need to set the BPC vs VAC table for the displacement/injector flow ratio.

The EBL is nearly always in closed loop idle mode. Only during a few seconds after crank to run is the IAC not in idle mode.

There are two idle speed tables, one for park/neutral and another for 'in-drive'. Set those for the desired idle speed vs. engine coolant temperature.

Note that continuing to do VE Learns will help.

RBob.

 

I took it back out for another learn with the BPC filter set back to 37.65 and the BPC vs VAC set to 127. The async was disabled. I will say that my idle quality has never been better but the car still seems to run alittle fat. One thing that is puzzling to me is that when I let off the gas now it goes CRAZY lean on the wideband like 25.5 but when I look at my INT and BLM it's at 128?!?!. That's kinda weird to me. I'd post a datalog but even compressed it's like 6 mb. How do I start messing with the AE? like adding and pulling fuel?

 

I took a look at thomas's thread and I came up with the calculation to hopefully get my AE running. 55/56.6= 0.97 so I did the same thing as decribed in the thread by entering in the multiplication to my AE-TPS PW and AE-MAP PW. I'll see if it helps. And I guess I didn't type in what my true LBhr for my injector. Last time I typed in 55 this time I typed in 54.57 and it gave me a BPC of 128.00. So I'll try that out too.

Cyl: CI: Fuel PSI: Inj #/hr: # Inj: VacRef: rr, V 1.1
8 305 14 54.57 2 0
Standard BPC table: 'BPC - BPC vs VAC'
Flow per Injector: Total Injector Flow:
VAC BPC PSI, fuel Gms/Sec #/Hr #/Hr Cyl/Vol L:
0 128 14.00 7.14 56.6 113.3 0.62486875
5 128 14.00 7.14 56.6 113.3
10 128 14.00 7.14 56.6 113.3 Factor:
15 128 14.00 7.14 56.6 113.3 1461.5
20 128 14.00 7.14 56.6 113.3
25 128 14.00 7.14 56.6 113.3 Approximate
30 128 14.00 7.14 56.6 113.3 HP
35 128 14.00 7.14 56.6 113.3 Supported:
40 128 14.00 7.14 56.6 113.3 214
45 128 14.00 7.14 56.6 113.3
50 128 14.00 7.14 56.6 113.3
55 128 14.00 7.14 56.6 113.3
60 128 14.00 7.14 56.6 113.3
65 128 14.00 7.14 56.6 113.3
70 128 14.00 7.14 56.6 113.3
75 128 14.00 7.14 56.6 113.3
80 128 14.00 7.14 56.6 113.3

 

In the data log when you let off the gas, does the ECM go into DFCO? It is the Dc column of Y/N's.

The other thing is that open loop decel is probably enabled. With that the ECM reverts to open loop fueling whenever in decel mode. Which also will not allow a VE LEarn from BLMs (although can to a VE Learn from the WB).

I'll have to dig up some posts on AE. But at the same time the BLMs are still on the low side. Getting them further in line will help with the fat AFR.

RBob.

 

No it doesn't go into DFCO at all throughout the datalog. What I did notice that there are like one or two places where the BLM in like 108 and the wb is 25.5. but it was very rare.That doesn't make sense.

 

Don't worry about trying to get the BPC exact. Think of the BPC value as a centering device for the VE table. If the VE starts to max at 100%, can increase the BPC for a larger PW. Same for if the VE table gets too low, can reduce the BPC to center it up.

One thing that needs to be done is to get some WOT tuning. The idea is to get a feel for how much fuel is required to produce the proper AFR (a safe 12.5 - 12.8). You may find that the engine is running out of injector. Which means larger injectors or higher fuel pressure is required.

Along with a lower BPC. Once balanced out I like to see the highest VE values in the 85 to 90 % range.

RBob.

 

Where would be a good place to start with the WOT tuning? I still haven't touched my spark tables yet,lol

 

That is the problem. I would suggest a dragstrip where it is safe and legal. If you have serious horsepower it can be a disaster waiting. I live somewhat rural. When I do a pull in 3rd of 5 gears I always am fearfull of getting a ticket. X over the speed limit can mean mandatory loss of license and a whopping fine to boot.

 

Luckily where I live I have MILES of flat open desert road to play on. So for that I'm not to worried.

 

For the WOT tuning using a lower gear and just get into it a little. Then check the log for an OK injector duty cycle and the WB for an OK AFR. If looks good, then get into it to a bit higher RPM. And again check the DC% and AFR.

For AE here is some links and info, with one link linking to other threads:

https://www.thirdgen.org/forums/diy-...ae-tuning.html

The columns and what they are:

dTPS: delta of TPS% used for AE lookup. Derived via TPS filter table

dMAP: delta of MAP used for AE lookup. Derived via MAP filter table

tpsAE: amount of AE added from delta TPS, in milli-seconds

mapAE: amount of AE added from delta MAP, in milli-seconds

aePw: total AE added in milli-seconds. This value is the tpsAE and the mapAE added together, then modified by the CTS and RPM compensation tables.

https://www.thirdgen.org/forums/diy-...le-header.html

https://www.thirdgen.org/forums/diy-...l-time-ae.html

As for SA, if it isn't knocking don't worry about it (yet). Need to get the fueling lined up before getting into SA. With the stock L03 heads should be using the SA tables from one of the supplied L03 calibrations.

RBob.

 

I am using the EBL16 SA tables for now. The only time I really get any knock is during startup. I think it might be from the starter hitting the flywheel but I'm not 100% sure. or if I rev it hard from idle.

 

I went fo another run today before work and the calc's I put in early definately seemed to help the lean on decell issue. But now it's running alittle fatter on decel. I tried some hard pulls to see where evrything was and it seemed ok. I had a couple of lean spikes but nothing extreme. I'd like to post the datalog but it's 1.86mb and the forum is only allowed 1.00. that sucks. I really feel like I need to pull some fuel.

 

You can open the .ebl file in Notepad. Then copy & paste sections of it into another session of Notepad. Can grab the section where you were WOT, all columns of course. Along with other sections of interest.

This makes it easier for others to see the areas of interest. Can also use the .txt filename extension so that it opens on a double click to Notepad.

RBob.

 

Here's a couple of shot's I'd like you guys to check out. One question I have is that when I look at the dump file it says on my Knkcts are 1216 but when I look at the WUD it's only 216? whats' this mean?

 

One more thing I'm curious about is the DC%. What exactly does this mean? The highest it got throughout my datalog was 60% at 4525 rpm's. But at 4625 it was only 44%. I don't quite understand. Then again I wasn't a WOT so could that be the issue?

 

Here's a quick run I did tonight. I thought I'd do just one WOT blast just to see how it felt and ofcourse I got quite a bit of knock in the 3000-4000 rpm range. Here's the datalog for it and the run after it. Tell me what you guys think.

 

DC% goes way over 85 at WOT @4000, increase FP to at least 18psi.

Coolant is on the cool side, make sure you have at least 180° thermostat if you live in a hot climate.

Having a hard time getting ower 90kpa @ WOT, restriction or normal for the peanut cam?

BLM 108 ? VE learn. The AFR doesent look bad.

90 95 100 kpa @ 3200-3600rpm you can pull 2° out. Check the VE table for gaps/lower # in that area and smoot them in with the # next to them.

Best order is to set up fueling, smoot the VE gaps in the 80-100 kpa, let the engine warm up do a little 1 to 2 WOT pull, check DC% and SaRt. Make adjustments and do alot VE learn.

Post a pic of the VE learn corrections.

 

Injector duty cycle is the percentage of open vs the available time. SO once it reaches 100% the injectors are always open. Best to keep the DC% at 85 or lower at WOT.

The knock counts on the dump file is the raw value (0 - 65535). When displayed on the WUD they are divided down to produce a more easily observable value.


Having a hard time getting ower 90kpa @ WOT, restriction or normal for the peanut cam?

Elevation, the barometric pressure is 91 KPa.

RBob.

 

Quote: I went fo another run today before work and the calc's I put in early definately seemed to help the lean on decell issue

I dont think that is a problem. Saves you fuel. It is normal. High vac will remove the wall wetness. That is as long as engine does not stall coming to a stop. I will assume deacceleration enleanment mode is disabled. GM put it there to save gas and I will assume help emmishions. Also I believe the is DFCO deacceleration fuel cut off available. You can fatten up VE in 20 MAP areas as that is where you are with a closed throttle in deaccell but my experience is that CL will pull that added fuel over time.

 

"DC% goes way over 85 at WOT @4000, increase FP to at least 18psi."

Damn 18psi? Didn't think I needed that much, how would that affect my idle?

"Coolant is on the cool side, make sure you have at least 180° thermostat if you live in a hot climate."

I've had a 160 degree tstat for awhile now. The car gets a bit warm if I don't.

"Having a hard time getting ower 90kpa @ WOT, restriction or normal for the peanut cam?"

My elevation here is around 3300 feet. So that could be it as Rbob said.

"BLM 108 ? VE learn. The AFR doesent look bad."

Trust me, since I've got the tuning bug my laptop has been GLUED to my hip, I VE learn as much as possible


"90 95 100 kpa @ 3200-3600rpm you can pull 2° out. Check the VE table for gaps/lower # in that area and smoot them in with the # next to them."

Now that I remember I think that the car is all ready advanced 2 degrees at the distributor. I did that awhile back and I just now remembered it,duh. How do I "smooth" in the tune? I've heard of it before but I don't quite understand what it is.

"Best order is to set up fueling, smoot the VE gaps in the 80-100 kpa, let the engine warm up do a little 1 to 2 WOT pull, check DC% and SaRt. Make adjustments and do alot VE learn."

Will do, also other than raising the fuel pressure, how do I lower the DC%?

"Post a pic of the VE learn corrections."

ok somebody has to show me how you guys do this. I've seen it everywhere how you can post up pics of the WUD and what not and I can't figure it out.

 

Qidn't think I needed that much, how would that affect my idle

I dont think it will. It will however affect your VE fuel tables. At 108 already you will be very rich. 108 BLM means the ECU has no control over A/F. Outside limits. You will need to reset BPC.

If you are doing Learns and the BLM is still 108 that is a puzzler. Check your datalogs and/or Tunerpro to verify it is actually puliing fuel. I forget where but maybe click VE after the log is run or look at a prior log and check the % in WU. In TP you can "compare" old vs new bin and see if it in fact is pulling.

Q:advanced 2 degrees at the distributor

Is that info in your .bin? ie initial SA I am initial at 10 deg so ISA shows 9.8 in bin

Lower DC by increase DP or use larger injectors. I run 84% max with 80's at 22 FP.

 

Q:advanced 2 degrees at the distributor

"Is that info in your .bin? ie initial SA I am initial at 10 deg so ISA shows 9.8 in bin"

How do I advance the timing in the BIN to reflect the distributor?

 

No. you set the .bin "constant" called initial spark advance to what your physical timing at dist is currently. If you are at 2 currently physical then set that constant to 2. Then the values you see in SA table will then be what engine sees. Right now your ECU thinks you are at (my guess) 6 (stock I recall) and you are at 2 so you are retarded overall by 4.
Look at ISA in TP and change it to 2.

 

The SA-Intial SA is set at 0.00. So I should change that to 2.00?

 

yes. doing so tells the ECU where you are at. i recall now the f bod is 0 my vette was 6stock. before I tuned on day one I moved it to 10 to get more power.

 

Thomas tells me that I'd need to pull 2 degrees out to hopefully cure the knock I was getting. So if I physically returned the distributor back to 0.00 would that help? and just leave the SA at zero as well? Also, how do I smooth individual areas? Sorry for all the questions, I just can't find exactly what I'm looking for in the search.

 

I would leave the dist at 2 deg adv physical if you are confident that is where it is. Why mess with a wrench and timing light etc. Set the constant in .bin to that. then in TP there is a table or modifier if you will to change the entire table or what ever portion you wish by right click and drag curser to highlight table. then in that box you place [-2.0] and click and the table will be adjusted. I use that tool frequently. It will smooth-multiply-divide and add subract.

 

You don't really need to remove 2 degrees across the board from the main SA table(s).

Although I would definitely change the SA - Initial SA to the proper 2* BTDC. The distributor base setting and calibration setting should always match. Note that by making the change in the calibration from 0* initial to 2* initial, there will be 2 degrees of timing removed across the board. But no matter, just make them match and leave it.

Need to do more VE Learns. May even want to manually remove some VE in the excessively rich areas to speed up the process. Part of the problem with the BLM sitting low (108) is that when in PE mode that BLM won't be used. Which will make the PE AFR that much richer.

The ECM will ignore BLMs less then 128 when in PE. But use it if greater then to add fuel. Safety feature and all.

I ran your _13 and _14 .dat files through a VE learn. Here is a snap shot of the corrections. Note that they are maxed low in many areas. You may even want to make shorter learns to get the VE in line quicker.

RBob.

 

Damn!! those were ALOT of corrections. How do you get it to do that much? And how do you get the snapshot like that? And how do I manually remove VE?

 

Quote: I am using the EBL16 SA tables for now. The only time I really get any knock is during startup. I think it might be from the starter hitting the flywheel but I'm not 100% sure. or if I rev it hard from idle.

Is that EBL16 table a Vortec specific table?

I would think a vortec specific table is less aggressive than a stock FBody.

Fast355 posted Vortec spark tables several times.

I dont believe EBL has a PE SA adder. Right?

robert: what is the max SA you have in SA table?

 

it's the stock fed bin for an 89+ tbi auto. What I can tell, my highest SA is 34.10 at 4800rpm. Rbob, how short of VE learns should I do? maybe a 5 mile run or so?

 

17-18psi isent going tu hurt idle if adjustments are made in the bin, the EBL reacts quick.
Easyest just start over with an adjusted bin0016, you can tipe in VE # if you find previous VE learned # make sense.

The whet manifold really needs to be hot to perform, 180° is cool side. Fan, is to not let the engine overheat.

Barometric pressure has crossed my mind but I havent payd attention.

Smooth ex. of...87.56.................87.56
......................81.25.......=........87.27
......................86.98.................86.98

Ronny described the 108 BLM situation perfectly.

VE. For the print screen pic think I do Ctrl + PrtSc. Check post #30 in my tread, just to make sure how the corrections look.

Damn Im slow!

 

Note the screen shot of the WUD Preferences for the VE Learn. I used those, it was a quick thing to do so they looked within range.

I then started a VE learn (giving it any 'ole BIN as I wasn't going to use it, just see the corrections). And did a playback on the last two .dat files you posted:

bobbitofranko13.dat
bobbitofranko14.dat

Just back-to-back on the same learn session. The results are what is seen in the previous post screen shot. You could do the same to help along the VE table. Give the WUD the BIN that you used during driving those logs, and flash the resulting BIN into the EBL.

To take screen shots, there are two ways to go. I prefer ALT-PrintScrn as it only captures the top most window. Ctrl-PrintScrn captures the entire display. Although it has advantages. It will allow a drop down menu to be captured, where using the ALT key changes that.

These are along the lines of the copy of a copy & paste. So then need a place to paste the image (screenshot).

I use Microsoft PhotoEdit. An abandoned product that can be found on the Office-97 CD. Need to search for it and install it separately.

Can also use Paint, found in the Accessories area of the start up menu. Just do a paste and save the file as a .jpg. Then upload it with the Manage Attachments on the Reply dialog of TGO.

With how far the VE is out you could do a VE Learn & flash every 10 miles or so. Note that the engine needs to be up to temperature for this. Then once closer can dial in the WOT fuel requirements, adjust the BPC, then narrow the CTS range for VE Learns and finalize the VE table.

Even better would be once the VE is closer (BLMs closer to 128) is to use open loop fueling and the WB for VE Learns. Much faster learn and will also learn in WOT operation of the VE table.


I dont believe EBL has a PE SA adder. Right?

Yes, there is a PE adder table.

RBob.

 

So you're saying it would be best to do a VE learn, then do another one on top of that one then start again? I am thinking about starting over again like thomas said with the previous adjustments made to get a more accurate Learn. "adjust the BPC, then narrow the CTS range" explain this alittle to me. Adjusting the BPC is just playing with the BPC vs VAC right?

Something weird happened tonight though. I tried to bump up my fuel pressure tonight to 18 psi and I don't think my pump can handle it but that's not whats got me weirded out. When I tried to bump up the pressure it would sit at 18psi at idle but if I hit throttle it would jump to 20 psi. The thing is it's not vacuum operated. So just to be safe I dropped it down to 16 it will hold at idle but if any fuel is applied it jumps to 17psi and stays till it "bleeds" off. That has my kinda puzzled.