all these values are... close... usually like blms of 126 and ints of 130-133. or like ints of 125 and blms of 129. (i'm guessing that split difference just means the saved memory area at that block is just off... and not the actual VE table itself? or sometimes... it will be dead nuts on, 127/128; 129/128; 128/128; sometimes like 130/127 or so.

383, SR, 190cc AFR heads, the LPE 219/219 camshaft, and a 58mm TB (which a bitch to tune!!!), and a set of 30lb injectors... am I getting close?

 

looks very good.383 stroker?what kind of cam?hyd,solid full roller?If its a full roller,I dont knoe what you plan to do with it,but brtween 6200 ang 7000 rpm you,llfloat the valves.not dangerous,just power loss.If you dont plan on doing that,never mind.If you do,put a rev kit on itlifters will re=seeat rather than float.If you aint gonna race it hard,just a easte of money otherwise.I,m using a duntov solid lifter srage 1 cam.There were 3.Duntov,stage1 and stage 2My powerbandis between5500 and 7500.But I've got solids on a 305.Wanna keep it in a 5 liter class but i've got solids so its not an issue with me.Thanks panhead201Afr does a great job porting and polishing their own stuff.I've got 0917,s with 64cc chambers,an option,angle plugs,an optionjust make sure your intake cover gashets arent hiding any holes

 

well... while I wish that was my upper VE table... that happens to be my lower one for while I am at an idle, it is only good through 1600rpm. after that I have to go to my main, or to my original. - that there 7727 pcm (or 7730 for you F body guys ). no I don't plan on running it past about 6000rpm (and only then for tuning it). i will probably stop at 5500rpm or so. i built the engine mainly to keep it's power down low, no need to add the added stress to the valve train of 6k + rpms.

interesting note about the solid roller cams. my last car had one it was fun all the way 7500rpm, but it was a carburated engine... loved that there loping idle

to anwer your cam question, the LPE 219 cam is a hydraulic roller built for the accel superram intake manifold - suppose to be a combo set. 219/219 I/E @ .005. I am just wondering if I am having idle issues or a BLM 4 issue that I can't seem to figure out what is the correct way to tune it. (thought I can tune it to about 2 - 3% of AFR 14.7:1 at most rpm bands and loads below about 2800rpm) - just wondering if it is an issue or not. *shrugs* anyways, thanks for chiming in.

 

I see a cavity at 1400 rpm/50 map. Looking at my Learns I seldon if ever see that cell. I might consider filling that it with more fuel. Are you getting Learns there or are you not getting learns at surrounding areas? I used smoothing considerably last season but this season with a new fuel pressure I pretty much started over and took the advise to not do to heavy smoothing. Actually recently I am not doing any smoothing and have copies of past learns to compare

 

so what your saying is... tunerpro, datalogging, VE tuning? go and do it some more? - k k

 

Add fuel to that cavity(rpm/map cell). Any spikes or depressions generally need the interpolation to even out. If you are getting hits on vertain cells and not on others you need to find a hill or gear that will get a hit. In meantime add some fuel aka smoothening. Cant do enough datalogging. Try to find some steep hills to load engine. I am fortunate in that regard.

 

i think i am datalogging it with deceleration fuel cut off tuning on... need to turn that off.

 

I'm seeing that at 1600rpm and 100kpa that you are maxed out. Makes me wonder if you are running out of injector as you are already 100%. If you are maxed out there, what happens at higher rpm? You've got no place to go!

Are you really there, or just never got a good reading at 1600/100 to reset it to a different lower level.

I'm running 32 lb/hr on a 400block with a 230/236 cam and my figure is only 67% at that same point. I don't come near maxing till I'm high on the upper table. Even at that, mine is likely only to see that figure en-route, passing to a higher rpm, not held there.

 

that is not quite an injector pulse table...

that is a volumetric fill efficiency table for the motor. I have it maxed out but honestly, i dont know if i can max map at 1600rpm.

 

If part of your idle issues are surging and hunting I would suspect it's because the slopes of the graph surrounding your ideal idle point are too steep and offer too much change to allow stability. Try a pocket so that your idle has some place to sit where there is relatively little change +/- 100rpm and +/- 10 kpa. Likely you'll want to create a similar pocket for spark at the same point.

Dave

 

I agree,but 1600rpm is not going to give you an accurate?whats the right word---indicator.I'm after a new throttle body from Turbo City in Anaheim,Ca.They've increased the port sizes and are running stock injectors(620cfm) but there's an easily acessable **** to regulate your fuel pressure while running.But I've got one heck of a lope but less than +/-100 at 1,000 rpm.My problem is in my powerband,5000 to 7500 I've experienced floating,common with any roller cam,and rather than install a rev kit,I'm seriously considering going to a hyd. flat tappet cam.I've been running the numbers and comp cams 249-k12-213 is the way I think I'm gonna go.With my rockers it's gonna put me in the 550+- lift area,and I dont have a back pressure issue.Detonation at 6500 was my main concern and that will definitely cause big issues.But I'm dealing with a 305 now,to stay in a 5.0 gt class,my 383 has been on a back burner till I get this straightened out.I've got a 68 vette 327-375 block in my stroker and I think I'm going solids.I'd like to keep it a pump gas motor,but I have'nt decided yet.Its going in a 68 chevy camper special with 509,s in a dana rear end?Have'nt decided yet.panhead201

 

my VE table always ends with a peak at 1600rpm - why I don't know but I would guess in my case its the amount of fuel that it need to help the motor "lugging". It drops a little up to 2400 and then comes in hard again (big cam)

 

[QUOTEmy VE table always ends with a peak at 1600rpm ][/QUOTE]

1600 at 95-100 MAP?

 

i took the stock engine and through on a super ram intake manifold and a set of afr 190cc heads and a 219/219 cam shaft.

think i could just try using the stock fuel ve table from the anht_hac file and then seeing what my learns are from that?



--

question, do you think I should shut off the fuel cut off on deccel while doing this (it runs from 1000-1600rpm) and any of the other stuff like power enrichment mode?

 

1600 at 95-100 MAP?[/QUOTE]

well on my curve.... that just happens to be in there... i can't get any data points driving it around at 1600rpm and 90+map.

 

Yes turn of DFCO. I wont hurt and may help. I would not turn off PE. maybe set the PE on TPS% a bit higher. Just stay out of PE when logging.

Pull that peak down at 90 MAP 1600 rpm. Some cells are hard to hold long enough.

 

I'm not that smart when it comes to this,but I've had good luck retarding my timing one or two degrees in the range your talking about.My problems are coming in in the 6,000 to 7,000 range.I think it's strictly an issue of mu hyd.rollers can't keep up with the rpm range.I've got an issue where I'm beginning to build up compression at the end of my powerstroke cause the exhaust valves can't open fast enough.I guess it could be an issue in the range you're talking about but that would be a cam profile issue.You shoulde'nt be lugging.Please let me know what you figure out cause I'm lokking at a pretty expensive custom grind and would like to get it ridht the first time.HA,HA,panhead201

 

ok tonights plan... i got 6 hours im setting aside to this...

is to pull of the fuel cut off, and power enrichment...

and drop 2 degrees of advance across the board ON EVERYTHING on my spark curve main...

and then run a datalog session with datamaster, and use VE master and try to get my ve tables correct.

at pan head:

I smoothed out the VE table area and then turned back on the fuel cut of decel and then ve master told me I need to put the ve table back to that setting... so I don't know, im confused *scratches head*. i think it is averaging out the fuel cut off numbers in that area.

 

HI,Let me try and get this straight in my brain.I'll try scratching my head.So it's straightening out your power curve but the datamaster is telling you to put it back where it was?If that's the case where do you start.Faulty power enrich. settings?Pre-programmed to show that setting?Let me know what happens after tonite,s test.I'll probably lay here tonite and think about it.I've got somebody's Porsche motor out in the shop in pieces.At least this will take my mind off that.panhead201

 

Ya got me thinking now.what cam,grind#?hyd roller?sWhat size rockers?Additive and correct run in time according to manuf?How much if any pre-load on lifters?I'm sorry,it's just hard for me to take everything into consideration without knowing all the variablesWhite racing makes a distributor with a 65,000volt coil that fires 12 times per compression stroke from 0 to 3000 rpm on each cylinder.I did'nt think about any of this till I looked at your profile and saw 383.Exactly what motor are we dealing with here?What ign system?FCrank trigger?I'm experimenting with a 506 brodix in a 70 split bumper,caged,tubbed,4 link,not a street car.I've been experimenting with changing my firing order.It's getting interesting,but its a dry block motor so I dont have that much time to play around.It's got a 12-71 and 40 gal drums of the good stuff are getting a little pricey.Let me know what you're building and let meknow how tonites test turns out if you dont mind,mistaben.thanks,panhead201Duh,is the sr for solid roller?

 

i'm on my 3rd or 4th datalog and run/retune using VE master and datamaster tonight...

i turned everything back to stock (fuel cut off on decel, power enrich, detla tps...), except for timing on main advance tablei backed everything off by 3 degrees...

give me a few hours and i'll post some pics of new VE table... all my tables blm's seem to have gotten closer.


-- let me ask you a question, -- what did i just do to my vette?

i had a inst/mpg indicator that came up some 50-100 miles ago, went from telling me correct inst/mpg to flashing 0..

just now after last prom reburn it went to constant steady 0.

changed my vehicle mileage to 0

and my vehicle speed to 0

but I still have fuel gauge working

what sensor did i trip just now, or is my dash coming apart or did I rip some wire loose or something?

 

i'm going to guess the powerenrich or... most likely ...

the accel enrich is off because i went to a 58mm TB.

I think it is seeing a larger jump in air increase then it is normally expecting on my VE curve and it is under, than over compensating everytime I drive around on part throttle. :/

 

ok.. this is what the ve curve is coming out to be using ve master and it is only off by like .002% at this point...

that is WITH the fuel cut off enabled... on the lower curve. I think i have some kind of setting in there somewhere that I am not aware of for lower curve ve enhance in that area from maybe one of the other things like TPS tip in or something.. because I was watching my data logs and I am mostly around 128 territory... well.. 116-140 but close to 128 or comes back quickly from what I can tell...

and this is through about 3000 rpm with datamaster/vemaster...






...


this is probably my ... 5th true full datalogging and retuning tonight (i had 3 or 4 others but they were mess ups on my part)

 

I think I will cut up the BLM blocks that my chip is using... and sort them into different sizes.. and then have datamaster/vemaster retune that.

 

Check your fuses,both ecm,s a d dash cluster.I'd disconnect my battery for a day.12 hrs or so.sounds like you left a plug off a sensor somewhere,though.I've pulled the whole pass side dash panel andthe radio and inst panel for the same reason and all I found was a mouse had been busy under there.Got disgusted,could'nt find anything wrong so I put it back together and it worked.That really made me mad.Is it driving,shifting,ok?panhead.

 

driving and shifting ok yea...

um ... it's just staying stuck in cell 4 blm now. *sighs* ...

i got the // get the mileage recording to come up every so often.

I hit the side of the panel next to my leg... waited a bit, then started sticking in my aldl connector. I think maybe datamaster is messing the ccm? i'm not 100% sure.

i will try all the fuses again, and pull the battery cable with the head lights popped up. try to reset everything.