To start, I tune with Tunercat2. I will probably make the jump to EFI live in the future, but for right now I dont have the option of doing the 0411 swap on this truck, the owner wont agree to it. I know its the right way and even showed him the software differences and explianed why we should do it. I even showed him the 2000MY vin number in the 1997 pcm. He has it in his mind that he wont be able to sell the RV if he modifies it passed where it is now.
Anyhow, I have literally, over the last few days, read trough this sction of this forum and some others to find and answer. It is possible that i have not searched with the correct terms. The fuel injector flow correction vs fuel pump voltge and the injector timing vs coolant temps are the only tables I have seen that relate to the flow rating of the injectors. I have a motor tht runs real rich at startup in an RV. What makes this a real issue is this is an RV with a battery cutoff switch. Obviously it loses its saved fuel trim data and starts and runs real hard. I have an inclination that the fast switching points are just simply too rich and make the trims and other functions moving targets. We already replaced the injectors with ones from injector connection (bosch3 upgraded ones), and a new fuel pressure regulator. Both replaced pieces make definitive drivability improvements, however, there is a calibration issue with this truck thats very clear. I understand how to VE tune, MAF tune and make the load changes for timing and such, but for this ecm, I need help with the specific settings for fuel injector voltage offsets,that dont seem to exist. I will be changing the o2 swing point table to reflect a targeted 14.7 AFR ans setting the PE to act more like a firebird since this vehicle has a 4.56 gear and a 4l80e and runs 2500 rpms down the highway at 70 mph.
If anyone had had sucess making these adjustments in this ECU for the gen3 injectors your input would be greatly appreciated. I wont be going much futher until i can reslove these issues.
Thanks guys,
Chris