11sORbust

The funny part is that I never graphed it before. Sure, now I can see what you mean. It was tuned only in the operating range. That doesn't look to good when graphed but that is what the engine wants. The engine doesn't care what the VE entries are, if it never reaches them. At the same time I'm going to do as you suggested, complete the natual VE curve and then re-address AE. Could you explain the bit about lower VE tables in greater detail?

BTW, thanks for the input.

dimented24x7

iTrader: (2)

I still like to make predictions about the areas that the motor never reaches because one day it may reach them, and the car wont run very well when that happens. The graphing feature tells you alot.

For instance, in mine the VE appears to dump off after around 1200 rpm. The engine runs ok so I guess thats what it actually is. The best I can tell is its the use of a cam with 285 degrees of advertised duration in a motor with a CR of only 8 and change. Probably allows the cylinder pressure to bleed off. Eitehr that or somethings f'ing with teh O2 readings.

At 450 rpm the motor doesnt even sound like its running. Just sort of makes a faint, low piched hum.

91L98Z28

one thing that grumpy (i think) has pointed out a few times is that the values in the VE cells at the extremes (low RPM, high kPa) can affect (to some extent) things like starting...when the engine is spinning 300, 400rpm but has not yet pulled a vacuum on the plenum yet. so it can affect startup fueling.

and i do have to agree that tuning a manual is a whole different ballgame. things like AE really matter a lot to getting nice smooth launches, especially in-town driving, stoplight to stoplight, or in traffic. I often drive below 2000 entirely in city neighborhoods (0-25mph-0 and repeat over and over again) and if the car can't respond right at idle rpm's, driving becomes miserable. (then again, it's partly my own fault, i have to keep it below 2000 otherwise parents run for their children, afraid of the evil flowmaster..ugh, i've got to get rid of it!) and with so little available power at the low RPM ranges, it is pretty easy to dive into very high kPa values just going from stoplight to stoplight.

anyways..

might as well contribute to the fun. the first VE table is a stock AUJP...untuned, untouched. the second is my (WBO2-corrected) VE after installing AS&M semi-siamese runners (these things are one large oval tube for over half their length, and the individual runner tubes are larger than stock) and an accel supperram lower... the changes are pretty predictable/as expected. the torque peak was significantly flattened, but the torque curve goes out several hundred more rpm. engine is begging for more cam/head flow/exhaust at this point.