Finally got the car and ve tables squared away. Took a short trip and datalog and i see during light acceleration i go lean wb reads 16/17 nb reads below 450mv. I'm assuming it's time to play with ae. I read rbobs explanation on the web site and i need a little more spoon feeding. Can someone explain the process/ values to tune ae. I see several tables and i don't know which to touch

 

Don't worry so much about the AE tables in terms of Filters and Pulse Width because GM already got it close enough, and don't worry about tuning AE with either the TPS or MAP tables. First, compensate for the injectors you are running. If you started with a bin with either 19 or 22 pound injectors (flow rate), divide that number by the new injector flow rate; eg if you're running a stock L98 bin written for 22 pound injectors and are now running 42 pound injectors (flow rate) at the same fuel pressure, it would be;

22/42 = .52 (if you are running a different fuel pressure, the flow rate will be different)...

Take that .52 and multiply each and every cell entry by it into the TPS and MAP AE PW tables (not the filter tables, leave them alone)...

From there, it's really just the matter of increasing/decreasing the percentages as needed found in these locations;

AE - RPM Multiplier %
AE - CTS Multiplier %

... because they have the final say;

Good luck.

- Rob

 

Increase in The tables your mention adds fuel? Or does it subtract fuel?

 

A decrease in the Filter tables adds more fuel.

Increasing the final two table percentages adds fuel.

- Rob

 

Subbed for future reference. Thanks for the description.

GD

 

There really is a fine line when tuning these parameters. Over the years you will read about different experiences, or what may be best in ideal situations or circumstances, but in the end it's just a pump shot. If you decide to run Power Enrichment, then simply disable MAP based AE, it really isn't needed when utilizing PE, just trigger AE through the TPS, blend it into your PE, and be done with it. If you're running Open Loop with no Power Enrichment for a more linear throttle response, then yes you may want to also utilize MAP based AE in conjunction with TPS AE, especially if you enjoy the car on the street and not just the track. If I remember correctly, the last two years of the Grand Nationals had LV8 based AE disabled in the factory program and only went off of TPS AE, and this is with a boosted engine mind you, so TPS AE, PE and boosted fueling calculations were more than enough to control the engine, so it's not as mandatory as most will have you believe.

Though it is a nice feature to have...

- Rob

 

I was wondering this same thing. It seems as though ae and pe almost engage at the same time and ae only for a second

 

AE will continue supplying fuel when it sees a continual increase in throttle percentage. If you accelerate hard from a stand still, you will see 100% TPS almost instantaneously and that percentage stays fixed with no additional rise, but then again you will also enter PE by that time, and this is where you blend them in together. At a slower throttle increase during part throttle, you will see AE extended for longer periods of time so long as it continues to see the throttle percentage increase, and this is where the volume and duration of it comes into play...

- Rob

 

I'm not sure what the EBL's AE tables are compared to $8D, but for the HSR I'd recommend starting out with the LT1 $DA3 trending in terms of where to richen up the AE (I say "trending" because the tables are probably not structured the same).

For what it's worth, on my Miniram, (compared to the factory LT1 values) I ended up leaning the delta-MAP AE and richening the delta-TPS AE. That seemed to provide the sharpest, snappiest throttle response.

 

Interesting points, I've had good results adjusting both TPS & MAP filter values to get a longer duration out of AE for slower throttle opening situations where PE isn't needed yet. Like starting up a gradual incline at highway speed. I'm at the point now where the duration is long enough but I'm slowly dialing back the PW values to lean out what has now become a (safer) rich condition AE.
But, this is in a big car with a big low-revving engine and 2.94 gears. I suspect a lighter car, with a faster revving engine would like a quicker AE. My values for the 472 are very different from the stock 5.7 in my truck.