Messed some more with these tables and I have to say thanks. They make a huge difference.
Messed some more with these tables and I have to say thanks. They make a huge difference.
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1-954-703-5560
2006 ZO6 895/866 with APS TT
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i did mine once at 10% i like it!!!
1970 AMC Javelin. AES 390ci. MAST CNC LS3 heads,DragonSlayer-Ultra rods, Vic.Jr., wilson, N-W 102 T/B, 95lb. "FIC 1000cc. injectors", Lonnies Performance twin pumps/harness. Twin TC-70-65's flipped manifolds, A/W intercooler, TH-400, Griner 1+2 trans brake, PTC converter, 3.50 gear 29-18.5-15 tires. Alston Battle Cruizer 4-Link, Fab-9. Cage, tubs, PSI harness, 0411 ECM. EFI Live,
Do you guys multiply ALL the tables or just the airflow table?
These tables look to have effect on calculated g/cyl or something similar.
"All that is needed for the triumph of evil is that good men do nothing..."
Nope, just the one listed!!
1970 AMC Javelin. AES 390ci. MAST CNC LS3 heads,DragonSlayer-Ultra rods, Vic.Jr., wilson, N-W 102 T/B, 95lb. "FIC 1000cc. injectors", Lonnies Performance twin pumps/harness. Twin TC-70-65's flipped manifolds, A/W intercooler, TH-400, Griner 1+2 trans brake, PTC converter, 3.50 gear 29-18.5-15 tires. Alston Battle Cruizer 4-Link, Fab-9. Cage, tubs, PSI harness, 0411 ECM. EFI Live,
I no longer monitor the forum, please either post your question or create a support ticket.
There are some tables there that say airflow spark??
It could calculate engine torque from rate of acceleration! But that is another topic,!
"All that is needed for the triumph of evil is that good men do nothing..."
oh ok, those tables are in the whole torque calculation loop. To figure out the torque the ECM needs to take in to account the timing, obviously to calculate the torque the timing must be taken in to account.
I no longer monitor the forum, please either post your question or create a support ticket.
Which TPS value do you log to fill in the B3001, B3002, B3003 Airflow lookup tables?
Call me crazy, but I think an easy way to get these tables in the ballpark really quick would be to log the torque estimate resulting from the coefficients (see post #1) during a WOT run that starts from very low RPM. Then you could compare the CALCULATED torque to a reasonable engine torque calculation from the dyno (corrected from wheel torque) and come up with a single rough correction factor at each RPM breakpoint.
Then, instead of multiplying the whole table by some unknown factor, you could have a series of RPM-specific corrections. Each one would be applied to its own RPM row and all of them would get applied in a single ECU flash.
Then just re-run the WOT pull and see how close you got it across the RPM band. Like he said earlier, you don't need to be precise, just "close enough". This should take a bunch of the guesswork out of the calibration process and speed things up by avoiding the mindless poking about of constantly trying different random correction factors across the board until it "feels right." You should be able to get close in one or two carefully measured corrections.
~Greg
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