TPI-Formula350-

ok, so I'm having my 406 built and i'm wondering how my current ARAP bin will work on the 406. I tune the car using my PROMINATOR PRO. I'm wondering if there if The ARAP bin will be a good start. I'm not really planning on doing any major changes to the ARAP bin. the only thing I was planning on changing was the the bin info on injector sizes from 24lb to 30lb because I'm installing 30lb injectors in the 406. My biggest worry is that this bin will have me run to lean??? So what do u tuner guys think any tips would be really be appriciated! I plan on swingin all my parts from my sig into the 406. So the 406 will have Brodix 200IK heads,Comp Cam XE 284 cam and the SuperRam and prob goto a 3000-3500 stall converter....Thanks

RednGold86Z

iTrader: (1)

For the normal driving, it shouldn't be lean. But, WOT at >= medium RPM, you'll be maxxing the MAF, and relying on super excessive PE % fuel addition just to get it close (it'll be lean at high load and RPM if you don't change it pre-emptively).

Going Speed Density, or larger MAF would be beneficial.

TPI-Formula350-

sorry, I'm not follwing you completely... Your saying I need a larger MAF sensor? What else would u change and what would u recommend changing it too? Thanks

Orr89RocZ

iTrader: (20)

It will be pretty lean over any mid range RPM and heavy throttle. I had a base bin with mild changes that started my 383 well and was driveable. Wasnt too lean at part throttle it actually was pretty close with very little changes, however the topend heavy throttle was extremely lean. I ended up adding a TON of fuel but atleast the car drove around and started up ok.

I made 400whp with a descreened stock MAF. I went to a bigger MAF and didnt seem much gain if anything at all but i never did re-dyno tune it for the larger MAF. I street/track tuned it back to where it was and the air fuel looked good so i dont think it gained anything.

Your MAF will be maxed out but PE can add a lot of fuel. You should beable to cover that motor's power output with the stock descreened MAF and a good air intake. Build yourself a nice 3" system with a good large air filter

TPI-Formula350-

well my stock MAF is descreened and definned my intake is a 3" tube into a cone KNfilter...the 90* that leads from the TB to the MAF is one of those aftermarket LT1 elblows from summit... Will this work or will I need an aftermarket MAF. Also will my bin file need any changes other then changing the injector size?? This setup should make around 400 RWHP aswell.. just dont want to cook it... and in sorry im drawing a blank whats PE???

GTA

PE= Power enrichment, another way to add extra fuel in high load . GTA

Orr89RocZ

iTrader: (20)

I think you'll be fine with the CAI and MAF you have now. try it and see where it gets you.

PE is power enrichment as stated above. There is a table, PE vs RPM. Use it to make fuel changes for WOT performance. That motor will want alot more than stock
PE will follow your torque curve. Peak torque around 4000-4500 rpm will have the most PE added more than likely. It will rise up from lower rpm to that peak then taper off abit then rise up alittle more at peak hp rpm. It shouldnt be any higher than peak torque's fuel tho. Thats how it worked on my car.

YOu may have to play with the MAF table 1 to play with idle air fuel. It may be different on that motor compared to your old motor. It will breath in more air and may change the air fuel.

Also your timing may change for idle and lower rpm light throttle loads. Play with it till you find the sweet spot. Also idle rpm may want to change. I think that motor will idle good around 900 rpm with 25 degrees timing at idle total. Thats where I'd place it

TPI-Formula350-

ok..just looked at those settings on my ARAP bin via tuner pro... what would you guys change???????

Power Enrichment vs. RPM RPM % Enrichment
6400 -7.82
6000 -7.82
5600 -7.82
5200 -7.82
4800 -7.82
4400 -7.82
4000 -7.82
3600 -7.82
3200 -0.00
2800 6.25
2400 6.25
2000 -0.00
1600 -0.00
1200 11.72
800 11.72
400 11.72
0 11.72


MAF Table #1

volts gram/sec
1.46 22.27
1.28 17.69
1.10 13.92
.91 10.87
.73 8.35
.55 6.20
.37 4.49
.18 3.23
0 8.35

TPI-Formula350-

ttt

Orr89RocZ

iTrader: (20)

I'd leave the idle table where its at for now and try it out first to see how the motor reacts.

you have to break in that cam anyway so your not gonna be concerned so much with idle right now. Hopefully 2000-2500 rpm range wont be too lean to overheat your headers on breakin. it shouldnt be too bad but you never know.

That PE table will also depend on how well the stock tune does. My guess however is that you'll have to really add fuel up top Mine did.

ARAP is weird. It is actually taking out fuel on PE mode. I used AUJL as my bin, stock 89 350 MAF code. ARAP adds more open loop % change vs LV8 than my AUJL but my PE mode never has a negative value in it. My base tune was very lean but had 40% PE added over like the stock 15%. I ended up with 85% PE added at peak torque and 75% at peak hp and 78% over 6400 rpm.

Start ramping it up at 2000 rpm and really add fuel in the 3600-4800 range, with most being at 4000-4400 i'd say. That will be safer to do i think. I never used ARAP tho and not sure why everyone likes it so much. The timing table is too aggressive for my liking.

Heres what my PE table looks like

6400 78
6000 75
5600 65.6
5200 61.7
4800 66.4
4400 85.9
4000 79.7
3600 71.1
3200 59.4
2800 42.2
2400 28.9
2000 20.3
1600 14.8
1200 9.4
800 7.8
400 3
0 3

TPI-Formula350-

thanks...I will most likely change my PE vs RPM to your settings as a base start point over 2000 RPMs. I just want to be safe and not run to lean so seeing the ARAP bin is taking out PE over 3600 seems like a bad idea, even more so with me adding 56 cubes. Sound like a good idea?? Any other areas of the bin that I should be concerned about or is the PE vs RPM most important

TPI-Formula350-

also was wondering how much power the stock fuel pump can handle? Will it be enough for this setup?

Orr89RocZ

iTrader: (20)

I think it could handle that demand. I ran a walbro 255 (GSS340M) with hotwire kit to be sure i didnt starve the car. That setup is good to over 500whp. Stock pump i think can get 400whp but it wouldnt be a bad idea to replace it since its old and could fail at any time


Also since your using a superam, i would probly take out some fuel out of my table, especially over 5500 rpm since you probly wont be making peak power much higher than 5500 anyway, especially at 6300 where my motor peaked. Dont need that much fuel up there, probly take out 10%

Probly can take out 5 % or so from 3200-4800

RednGold86Z

iTrader: (1)

There are 2 PE Tables. PE vs RPM, and PE vs Coolant temp. ARAP is not actually "taking out fuel" in PE mode. The PE vs coolant temp table is adding something like 22%, and PE vs RPM is removing ~7% in places to make a total of 15% extra fuel, which happens to be right around Lambda .87 = 12.8:1 AFR.

Normal PE, if not maxxing the MAF, would be a flat line = same AFR. So, if each PE vs RPM point had 15%, and PE vs Coolant was 0, the commanded AFR would be 12.8:1.

But, when maxxing the MAF at 5 volts, it reads 255 g/s, and can read no more, but it actually flows more depending on RPM. So, from the maxxing out point, just need to fudge the numbers, and command richer just to get the same AFR. It will always need to be a proportionally increasing number vs RPM above the maxxed out point, until the actual airflow actually drops with higher RPM (meaning you're far above the peak horsepower, and should have shifted a while back).

A torque curve superimposed on a proportional airflow line would probably get you close. First calculate the RPM % difference above the maxxed point. Then calculate the torque % difference compared to the maxxed point. Add all that to the desired AFR of 16% rich.
Say it maxxed at 3500 RPM and 400 ft-lbs at 12.7:1 AFR.
At 4000 RPM, and 430 ft-lbs, and 12.7:1 AFR, you need:
(4000/3500)*(430/400)*100% = 122.85%
+
(14.7/12.7-1)*100%= 16%
Total PE = ~39%

And that's commanding 10.58 AFR, give or take some rounding, and actually getting 12.7:1.

The above is actually just a Horsepower curve... So, if the MAF maxxed at 267hp (any RPM), and some other RPM should be 327 hp (any RPM), you should know it needs at least (327/267-1)*100 = ~22.5% more fuel on top of the original PE of 16%. = 38.5%

So, that's why I suggested a larger MAF (with a fudged injector flowrate constant), or Speed Density.

Grim Reaper

As mentioned above, your primary tuning concern will be "maxing the MAF". A 406 will need a lot of air and while the Superram does keep the max RPMs a little lower, I would think your engine will be "maxing the MAF" some where in the 4000-4500 rpm range (still well inside the Superram's RPM range in WOT).

The BEST way to tune your engine is with a WB O2 sensor. If you cannot afford one, then the next best way is to find a "dyno" and that has a WB setup and tune your car there. With each run, you will get the AF ratio and then make the necessary changes there (striving for around 12.8 +/- .2) AND see the affects to your HP/TQ at the same time.

I would also recommend that you "work out" any driveablitiy issues with the ARAP bin BEFORE taking it to the dyno. In case you don't know, there are a number of changes that you must make to the ARAP bin (do some searchs and you should find them...I know I have listed them a number of times in the past). Your fan switch setting IMMEDIATELY come to mind (they are reversed on the ARAP from the typical F-Body setup). Also the ARAP bin's spark curve tends to be a bit TOO aggressive for the typical engine and needs to be retarded a bit.

Depending on your cam, you MAY have to play with the idle a bit too. Just remember to adjust the your IAC UP from the stock 450-600 rpm to around 650-800 (depending where you want your car to idle when FULLY warmed).

But once setup, I think you'll find the ARAP works quite nicely.

tequilaboy

I think you will be ok, but borderline.

Maxing the MAF isn't the only concern.

If your flow vs rpm exceeds the approximate values shown in the table below (assuming a target AFR of 12.8), you can still go lean, since the bpw will be limited beyond this level of airflow even if the maf is not maxed. This is especially problematic for a turbo car which can achieve high flow at low rpm.

rpm gm/sec
400 26
800 53
1200 80
1600 107
2000 134
2400 160
2800 187
3200 213
3600 240
4000 255

Note: This is not the max maf vs rpm table, but the approximate airflow at which the bpw will be limited with a 12.8 target afr. Richer target AFRs will be limited at even lower flow rates.

Continuing beyond 4,000 rpm (with the MAF maxed) presents another problem since the bpw will be limited again as a function of the target AFR and rpm. The AFR's in the table represent how rich you can go.

rpm AFR Excess air that can be supported
4000 12.23 4.6%
4400 11.12 15.1%
4800 10.20 25.4%
5200 9.41 36%
5600 8.74 46%
6000 8.16 56%
6400 7.65 67%


If excess airflow requires additional fueling beyond these target AFRs, it will also go lean. I'd be concerned about the region in marked red text for your combination.