Yes, very bad to run stoich at any significant load...
Yes, very bad to run stoich at any significant load...
Howard
YOU ONLY NEED TWO TOOLS IN LIFE - WD-40 AND DUCT TAPE. IF IT DOESN'T
MOVE AND SHOULD, USE THE WD-40. IF IT SHOULDN'T MOVE AND DOES, USE THE
DUCT TAPE.
IF YOU CAN'T FIX IT WITH A HAMMER, YOU'VE GOT AN ELECTRICAL PROBLEM.
98 K1500 'HOLDEN' Suburban.
Custom Whipple SC, Mercruiser Marine intake, 0411 PCM, 4L80E w/shift kit
Splitting hairs!
So why would you ever enable or set B3618 richer then B3645? I'm trying to figure out any benefit from doing that.
Also, by setting B3618 to stoich, B3601 to stoich and setting any cells you want for cruising or idle in B3647 to stoich and then set high MAP area's to anything other then stoich you effectively force the sole fueling curve to use B3647 correct? If so, then doesn't that in simple terms "disable" PE?
Lee
Last edited by LS1_Dragster; October 23rd, 2009 at 09:58 AM.
230" Dragster - 2000 LS1, 02020003 Speed Density, PRC 2.5 Heads,
MS3 Cam 237/242 .603/.609, Vic Jr. intake, Holley 1000CFM TB,
PowerGlide, 5000 stall converter. 8.70@154 MPH
My Projects Homepage: http://www.horsepowerracing.com
If you have B3647 then you have these options:
- use B3647 to control EQ based on MAP.
- use B3618 to control EQ based on TP.
- both (the richest cells of all the [enabled] tables wins).
You edit B3616 to enable PE based on TP... for example, you may want some PE to kick in at medium load (MAP will be less than 100kPa) perhaps in a particular rpm range... for example (within this example) this PE may be richer than B3647 at at that MAP and may be leaner than B3647 at 100kPa... [when I said 100kPa I mean BARO]...
i.e. it gives you a way to finely control EQ, if you so wish to do so.
If you have B3605 instead of B3647 then you need B3618.
If the PE enablers are enabled, then PE 1.00 will only have effect if B3647 is leaner than PE... otherwise PE has no effect... (sure, it's "disabled")...
Or you can disable one or more of the PE enablers, so PE will never enable.
i.e. B3618 gives you a "mechanical triggered PE" (via TP), whereas B3647 gives you a "MAP triggered PE" (via high MAP columns).
If you had a Holley 4150 you would choose between mechanical secondary or vaccum secondary, altho this analogy is not technically correct...
(the accelerator pump would be more like PE, whereas the secondary venturi allows added airmass/fuelmass).
Thanks guys,
I will try to load Lee's tune tomorrow with my parameters, IFR, CYL volume, tire size, rear end ratio, ve table, etc and see what happens..... Thank you for the input... I think I also have a bad fuel pressure regulator and/or injectors bad since the fuel pressure is bleeding off within 2-3 mins after the key is turned off.
I will keep you guys posted
Robby
Robby, my fuel pressure also bleeds off in a few minutes, in fact I can watch it!
Joecar - I havent been able to come up with any good reason I would ever use both parameters at the same time! I guess I'm getting too old.....
Lee
230" Dragster - 2000 LS1, 02020003 Speed Density, PRC 2.5 Heads,
MS3 Cam 237/242 .603/.609, Vic Jr. intake, Holley 1000CFM TB,
PowerGlide, 5000 stall converter. 8.70@154 MPH
My Projects Homepage: http://www.horsepowerracing.com
I tried your tune with some of my parameters changed(you can see which ones in the history of the attached file if you wish) but it would not idle at all.... I could load my tune in and it idled/ran fine.....
I did an experiment and took the upper intake plenum off, and stuffed blue shop paper towels down each runner and disconnected the FPR vacuum line and put a blue paper towel there and found that #4 injector is leaking a lot with key on prime with the injector harness to the ecm disconnected.
The pictures are at this link below
http://www.pacificp.com/forum/viewto...?p=81278#81278
I am curious to learn more and will keep looking on here for more ideas to see what you guys were saying about the richer than stoich under loads... and will compare my stock van tune to what I currently have now.... maybe this will give me an idea of what you guys mean.
The two tunes attached are what I used the first is Lees tune with my changes per my setup... the last one is the one that the truck is running now
Last edited by stroker97k1500; October 25th, 2009 at 01:19 PM.
Does this tune look "safe" with the mixtures like you guys were referring to?
One of the issues is your throttle blade is not open enough. I knew you would have to crank on it to work with my tune. If you look at all your air parameters you are adding a ton more air then I am. Plus I like the IAC down in the 30 range. Also, my throttle body is a Holley so you might have to add air to my tune.
Would it idle if you kept your foot on it? Also, is your MAF unplugged?
By the way, the was a semi-open loop tune so LTRIM and closed loop enable should not of been changed.
230" Dragster - 2000 LS1, 02020003 Speed Density, PRC 2.5 Heads,
MS3 Cam 237/242 .603/.609, Vic Jr. intake, Holley 1000CFM TB,
PowerGlide, 5000 stall converter. 8.70@154 MPH
My Projects Homepage: http://www.horsepowerracing.com