I've never seen any log data from a $6E car while cranking. What have you got?

Here's a $32B based example log (w-big injectors and no csi) where I was playing with the crank fuel pw and varying pw with respect to the number of drp pulses: https://datazap.me/u/tequilaboy/cold...19-112-114-117

It fired here in about 1.5 seconds which is ok, but not the best.

I would like to see a stock or nearly stock $6E car cranking and starting with small injectors (preferably a cold start with a C4 bin like ARAP, but I'll take anything). I've never been able to keep a $6E car/bin connected and logging during cranking and startup. This may be due to the reduced loss of comm force mode 0 timeout setting at C70B.

A csv export will work if you've got it. Thanks.

 

Yeah all of my logs start late because of that connection issue. I looked through my APYP ('89 manual Corvette) ones trying to help but they all start at at least 150 coolant temp. My car isn't stock enough either having had to play with MAF Table #1 and idle speed too much because of a cam. I will say that nothing I have done to the tune changed cranking. I have changed quite a bit besides 3D stuff. I converted from $32B to $6E also. If you find out anything let us know since my cranking is a little lethargic as well.

 

My car is also a switch-flipper in that I have to flip the 10K ohm resistor switch on the cable to datalog now that I think of it. I don't know if that hurts since I think I've never tried it before starting the car. It's definitely connected with the car not running before. My idle speed often follows your pattern though.

 

Here's one I did recently from a stock LB9, custom $6E tune, with a code 36 and running rich in OL.
.XDL file
Have fun!

 

Thanks. Unfortunately the injector pw remains at zero during cranking so we can only see the normal injector pw once the engine starts.

Here's the log export: https://datazap.me/u/tequilaboy/lb9-...166&mark=28-34

It did fire rather quickly (within 700 ms), so it may have been within the first 8 drp pulses (ARAP/APYP) or the first 3 drp pulses (APYS) where the multiplier is still zero (tuning dependent). Is it possible that there was some residual fuel already in the intake when it was started?

The running fuel counter is increasing during cranking, so there must've been some cranking fuel, but still puzzling why the injector pw remains at zero (unlike $32B where the injector pw can be seen during cranking): https://datazap.me/u/tequilaboy/lb9-...192&mark=28-34

Here's another look at the examples for comparison/contrast:

$6E: https://datazap.me/u/tequilaboy/lb9-...192&mark=28-34
$32B: https://datazap.me/u/tequilaboy/cold...3&mark=120-111

 

Nope, you won't see the INJ BPW on data during cranking. Just the way these antiquated systems are.

During cranking, INJ PW is calculated based on CT, TPS, DRP and a scalar.

A bit complex to explain. All you need to know is by increasing/decreasing value in table (0x373) INJ PW vs CT, you increase/decrease amount of fuel. You also have table (0x38B) with the multipliers. You can increase/decrease the INJ PW by increasing/decreasing the multipliers. However, you are maxed out at 1 or 0. TPS table (0x382) is usually a 1 multiplier except with 88% and up. This is a flood clearing procedure.

If you increase the size of the injectors but keep the same engine, you need to reprogram. A quick way is by changing scalar (0x373), again increase/decrease for more or less fuel.

 

Here's another $32B example log with normal crank fuel settings (ACKY): https://datazap.me/u/tequilaboy/acky...&mark=32-41-36

This one took about 1.5 seconds to fire with 52-53 °C coolant temperature.

Just something different about $6E not displaying the crank fuel pw. I'd like to understand this, but its not critical for me.

Note: Sorry, I don't know if this car still has a csi. This doesn't affect the logging, but may impact the time to fire at lower coolant temperatures.