snflupigus

My question is, what is the time frame that AEtps and AEmap come in, i know the filters increase or decrease the fade out and it looks like in the datalog its only a few tenths of a second but are the dTPS in the datalog and the %tps in TunerProRT numbers I can compare or is the %tps in tunerpro something too fast to datalog? I just want to clarify that I'm going about this with some thought vs. what I feel like I'm really doing, which is guess and check.

For my combo...

I've taken half of my AE out of both tps AND map.

I've also increased the filters by 20%

Starting to think 68pph injectors on this thing are WAY too big and I should put the stock 45s back in with higher pressure. Here's some pics.

velow

vehigh

AE




I just added 20% back to my tpsAE and added 5% to my rpm mult below 1800rpm.

I think I'm getting close to this mystery. It is 105 degress out and my cts is about 100. I dont think map ae is comming in much but when PE turns on it goes below 12:1 and I'm trying to keep from doing that.

What should be my A/F constraints?

7Point4

Cool. Someone else with the same problem as me. Not cool you have a problem, but... Well, you know.

Mine was going below 10:1, same look to the graph as yours, just more extreme. But it hits the AFR target after the AE is gone.

After starting over 2 or 4 times, I have it looking pretty good. Reduced TPS by 50%, MAP by 20%. Zero'd out the AE-RPM multiplier, except at 2800 up, ended up with a -5% there. But, when sitting at an idle, and you blip the throttle, it stumbles, WB shows lean spike, then it catchs.

I can't decide. Either add TPS back in, and remove some MAP, or try to get the filters to lag less, so the AE comes in quicker.

Did you change both filter values at once, and did it have a noticable effect? I was wondering about maybe setting the TPS so it reacted as quick as possible, and delay the MAP some more, to spread the needed AE out. Sometimes hard to tell which is contributing more, and when, even looking at the logs till i go crosseyed. This cam is bigger than the last one I had, and seems to react different to the same AE at different RPM's. Seems to need less higher up. But the VE tables look okay.

Ronny

iTrader: (1)

I think it was said that larger injectors are helpfull in getting fuel in faster. Grumpy?

Looking at your WB datalog it is hard to determine where AE end and PE starts. My WB logs used to show both AE events and a seperate PE event. My LM1 shows amazing definition in logs. I believe what was when PE came in at 70%. Now it is PE 50% of TPS and they are a blend with no noticeable seperation. If you try a log of less hammer on the throttle you may be able to see seperation. Or if you set the PE-TPS to say 80% the same. my issue was 2.00 TB flowing air fast with lean bog. Seems EBL has helped there a lot. Adding the RPM adder right at bog(2500) made the issue so much better. If I stepped somewhat hard on the throttle less bog. so issue with AE for me was moderate AE invoke event. Now I fine tune AE and look back as a non issue.

snflupigus

I think this just takes some time guess and checking... I wish I could calculate it though instead. 68# injectors with the mild TPI cam and 416 heads and a performer tbi intake - I cant image I need too much more fuel than a stock tpi. anybody got the AE numbers easily postable for a TPI with the small cam year?

I think with the 68ers I need very little AEtps because when they open up and throw fuel, they THROW fuel in. I thought I could decrease my AE like my VE by a percentage of size over stock injectors. NO, i had to take almost half out, even though the injectors are not twice as big.

and nobody has been able to answer the time frame relationship question yet... can i rightly compare the EBL datalogs to something in the tunerpro tables?

RBob

iTrader: (1)

Yes, we can tie the logs together with tunerpro. I think this thread is a decent intro:

https://www.thirdgen.org/forums/diy-...ients-map.html

I kind of rambled on for a little while. A short thread which helps. I recall posting about AE, but believe it is buried in one of those two 16 + page threads on this stuff.

In the Dump Log file, the dTPS and dMAP values define which row in the AE - MAP PW and AE - TPS PW table are being used. The AE PW contribution is from those rows, which is hten added together, compensated for by CTS, then compensated for RPM.

The final value is added to the normal fueling sync PW. As AE fuel.

As for quick AE, the best it gets is dTPS with a small filter coeficient.

RBob.

snflupigus

Thanks Bob, I'll play with this sunday and see what comes of it... but with my damned ticking lifter I'm not sure what good it does --- I also tried messing with bringing my idle A/F to 15 and now it wants to surge when in gear but not when in park... I will have to play with it.. but I guess open loop w/ wideband idle is best right? maybe?

RBob

iTrader: (1)

For idle AFR a little on the rich side is best, say 14.0 - 14.2. With the mild engine build you really shouldn't be having any issues getting the tune decent. Closed loop, 4 - 5 VE Learns, then work on the AE & timing. Should fall into place. There may be something else that isn't correct. Exhaust leak, varying fuel pressure, . . .

May be worth pulling the plugs for a look-see. May be the plugs themselves are incorrect. Autolite # 26's I believe are stock. Short threaded section, taper seat, 5/8" hex.

RBob.