On acceleration INT is dropping to 94. Is there anything mechanical I can be looking at?

Also looking to see if there is a way to have better control over the injector constant?

thanks

 

A dropping or falling INT on acceleration is caused by too much AE.

I am not sure how much more control over the injector constant is required.

RBob.

 

thanks, I'll have to look into the AE table.

The only way to adjust the fueling of the injectors is throught the BPC - BPC vs VAC ?

I'm still not understanding why in INJ flow Contstant is set for 64 lbs, but yet you set the injector through the BPC table that I listed above. Since I have multiport shouldn't the injector contstant be set for 30lbs?

Sorry if I'm sounding dumb but I'm just not getting that part.

 

RBob Is not the BLM# falling following the INT fall a greater issue?

I did not believe the falling INT affects fuel just a change in BLM does.

I think SLR may have forgotten to change inj constant? Not sure how that affects the tune. Mine is set for my injector size at 12 lbs FP(80 lbs rated GM injectors) so it is 80.

 

The only contstant I've ever changed is the BPC-BPC vs Vac value. Presently its set to 160.

 

There are two injector flow ratings that are not used in the ECM. The first:

DGD - Injector Flow Scalar

Is sent to the y-body and f-body digital dash set ups. This value is for the digital dash, nothing else.

The other flow rating:

INJ - MPG Injector Flow Constant

Is only used by the WUD. This is for the trip display in calculating fuel consumed and miles/gal or kilometers/litre

The ECM fueling calculations for the injector PW use the BPC table.

It could have been set up differently. Such as one injector flow rating for all three. But it would have had to have based on the digi-dash scalar. Which wouldn't match the gas law flow scalar. And, would have required a table of values for those using a VRFPR on a TBI set up.

This could be changed, but then there is backwards compatibility with the WUD.

RBob.

 

The INT value is added/subtracted directly from the PW. That is, the deviation from 128 is used for this. The BLM value is a multiplier to the PW. Again, the deviation from 128 is used.

Changing the BPC table doesn't affect the AE PW. That needs to be adjusted separately.

RBob.

 

I don't see a AE PW table. Can you be more specific? thanks

 

Thanks for the claification. I did not know both were used for PW calc. That makes for amazing calcs and control.

 

There are two AE PW tables:

AE - MAP PW
AE - TPS PW

Then the filter tables to go with them:

AE - MAP Filter
AE - TPS Filter

Then two compensation tables:

AE - CTS Multiplier %
AE - RPM Multiplier %

With these there is a lot of control over AE. There are some constants for AE also.

Work with the PW tables first. Then the CTS & RPM multiplier tables. The filter tables are more or less last on the list to be adjusted. Need a good understanding of how the AE logic works to mess with those. As there are interactions.

The CTS & RPM compensation is straight forward. Same for the PW tables. Although, it is normal for the PW to taper off as the delta increases.

RBob.

 

Thanks for explaining this. I'm sort of new to tuning and thats the first good explanation Ive seen in the INT and BLM.