I'm looking at your recent files (in the last day)...
( what was wrong with the wideband pegging at 1.7, was the sensor not working...? )
I'm looking at your recent files (in the last day)...
( what was wrong with the wideband pegging at 1.7, was the sensor not working...? )
It had been so long since I plugged the serial WB into the Flashscan that it was still set for my Techedge wideband. That's now my floater WB and the truck has an AEM permanently installed.
How helpful would this be for a guy who doesn't have a big cam?
https://forum.efilive.com/showthread...ul-Info-Inside
Last edited by Supercharged111; July 3rd, 2017 at 04:26 PM.
1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
1997 GMC Sierra K3500 7.4/4L80E, 411 w/COS 3, Whipple, small cam.
2004 Corvette Z06 with longtubes.
That would be every helpful, regardless of cam.
Alright won't be able to chase the idle for a bit as a friend is borrowing the truck, but I feel like I got the VE and MAF mostly squared away. I will be going with the semi open loop and probably re-implement the factory PE timing adder now that boost is able to build in closed loop. When I ease down into boost and then into PE the truck seems to take off when it gets the fuel, so I think it would like those changes. For now I've simply pulled 2 degrees of timing off the whole table as I'd probably gone too far NA anyway in search of torque that just wasn't there. I ended up basing my final tune off of 2 separate logs, 1 that had little if any PE operation and another with like 5 WOT pulls through 1st. It matched another log that had a bunch of WOT pulls and both matched the log that had little/no PE operation. I was hesitant to apply the values I observed in the 95 and 100 kpa range because they were dramatically different than what was in there. Much more so than any of the other cells I'd already fixed. Same with the MAF, it pegs way before its max frequency now. I took a leap of faith and went with it and the truck is now within a couple tenths of delivering commanded WOT AFR. It may trim itself out, who knows. I would like to smooth it better if possible. All I did for boost VE was observe the uptick across the 60-90 kpa range and extrapolate that with a small extra margin in the boost table. Since I'm commanding 11.3:1 in PE mode I have some wiggle room in either direction as the truck is headed from 6000' down to 3000'. I also added in some boost timing retard since I won't be there with the truck. If it all goes to shit, I gave him instructions on how to get the bypass valve to open under boost and eliminate it altogether, but I don't think it'll come to that. I think my boost VE guess is way closer to right than what my normal VE started today as. I'm feeling more confidence in the process, so all I really need right now is validation in what I've done so far. From there, I just want to be sure that I haven't tuned around an erroneous IFR and fix the damn stumble and I can repeat the process on my dually. And my Z06 since I just picked up a Kenne Bell for it yesterday.
Whipple Log 13 Got It.efi
Whipple Log 12.efi
411 Whipple V7 CALCVET1 Jeff Hack 4.tun
Log 12 is one that I pored over to fix the VE and MAF. Log 13 validated those changes and then I tweaked boost VE before handing the truck over. I'm just spitballing the 400 RPM values here as I'm filtering out everything below 800 per the calc.vet instructions.
1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
1997 GMC Sierra K3500 7.4/4L80E, 411 w/COS 3, Whipple, small cam.
2004 Corvette Z06 with longtubes.
If your MAF is maxing out (512 g/s is the limit) then you may have to scale (there are various ways to do this).
I'll look thru those today.Originally Posted by Supercharged111
I did scale with calc.vet, that's what caused it to max out before the max frequency. Is that an indication that IFR is off?
Last edited by Supercharged111; July 5th, 2017 at 07:29 AM.
1998 GMC Sierra K1500 5.7/4L80E, longtubes, 411 w/COS 5, marine cam/intake, Whipple. 91 octane at 6000'.
1997 GMC Sierra K3500 7.4/4L80E, 411 w/COS 3, Whipple, small cam.
2004 Corvette Z06 with longtubes.
If your IFR is correct (matches actual injectors), and you hit the MAF 512 g/s limit, you then have to scale MAF, VE and IFR by some factor...
e.g. multiply each by 0.8 for example...
and then you have to look at all the tables that reference g/cyl (or simply g) and shift them down by the same factor
e.g. following on with 0.8 example, the HO/LO spark tables, you shift the 1.0 g column's contents to the 0.8 g column, 0.80 g col -> 0.64 g col...
you will have to do some interpolation
( yes it is tedious )
( yes, it is easier to scale by 0.5 instead of 0.8 )
BTW:
terminology
scale = multiply the MAF, VE and IFR by the same factor (all together).
correct = multiply either MAF or VE (not both) by a correction factor.
calculate = calculate (using mathematical equation) either MAF or VE (not both) from the other.
( note that if you're not hitting the 512 g/s MAF limit, as in non-LS1 ECM's, there are alternate ways to scale, e.g. IFR and STOICH )
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