383LQ4SS

iTrader: (33)

Whats the latest tricks people are using to aid in timing retard or hitting AF targets on spray using the various tricks using the stock computer or stock computer along with potentiometers/resistors controlling things like engine coolant or IAT inputs into the PCM and adjusting tables for timing and fuel. Please do a basic description of the process you are using.

jmill96Z

iTrader: (3)

EFI Live COS5 is where it's at for stock PCM tuning. Unfortunately, it is only for 99+ PCM's.

What I am stuck doing is manually pulling the timing in all of the following tables:
High Octane (copy to the low)
Low Octane (copied from the high)
Optimal Timing Table (if all perfect conditions are met the car will revert to XX timing)
I make a commanded adjustment from 3200-7000 and 60KPA - 105KPA

I also adjust the ECT and IAT modifiers to basically Zero. I don't want the PCM to change my timing inputs -- my car rarely sees the street, so it's not hot making passes

I'm at work right now, but I'll edit with a little more detail later

V3NOM GTO

iTrader: (3)

Im gonna try unpluggin my IAT and tuning those fields (-38*) to pull the timing I need to. I plan on putting it on a switch.

383LQ4SS

iTrader: (33)

Sounds good. Mine waslike that a while back. Worked well.

383LQ4SS

iTrader: (33)

Sounds good. Id like to hear more when you get a chance.

SkullV

iTrader: (11)

I asked this question in another thread but it seems like the focus moved to this one. The question is:

Would I be better off using the HSW interface to pull timing across the board in my 158* IAT column, or should I use my HPtuners and pull timing just before, during, and just after the cells that are affected during WOT?

jmill96Z

iTrader: (3)

The point of the interface is the best of both worlds. You have a motor tune when not spraying, then with the flip of a switch, the interface commands the iat to 158*. IMO, There is no point in tuning around it in the table

383LQ4SS

iTrader: (33)

Given those two choices I would use the interface to activate retard. If you are strictly a race car that ONLY sees the 1320..it really doesnt matter much.

JAX04

iTrader: (17)

so the consensus is the interface is da bomb. cool. is ther anything else u should do when spraying, as far tuning?

V3NOM GTO

iTrader: (3)

tune your afr with wideband. Dont go rich or lean. Learn to read plugs as every motor is different.

JAX04

iTrader: (17)

yes sir, i just learned how to read plugs last week lol. i should be good to go, thanks

Beer99C5

iTrader: (21)

EFI Live is pretty interesting, logging is pretty cool and beats glacing at the gauges during a pass.

I am still new to this, even though I have EFI Live for probably 3 years now, I have only logged 1 nitrous pass, as I seem to be chasing tune issues in what little time frames I have to play with the car.

So much to look at!

EFI Live, you can set up Autometer sending units and log the bottle pressure/fuel pressure during the run.

Here is my calc_pid.txt file, you can paste this in your user config directory, and this is the calc.pid info for autometer fuel and nitrous sending units for logging.

# This section defines various details about the file format.

*FILE

#Parameter Value Description
#---------- ---------------- ---------------------------------------------------
VERSION 7.1.1 File version
DECSEP . Decimal separator used in this file



# ================================================== ============================
# Units
# -------------------
# See sae_generic.txt for more information on the *UNITS section

*UNITS

#Code System Abbr Description
#-------- ---------- -------- -------------------------------------------------------------



# ================================================== ============================
# Add slot definitions here
# --------------------------------
# See sae_generic.txt for more information on "SLOT" formats
#
#Units Low High Fmt Expression
#------------ ------------- ------------- ---- --------------------------------------------------------------

*CLC-00-001
psi 0 100 0.1 "({GM.EGRS}*25)-12.5"

*CLC-00-002
psi 0 1600 0.1 "({EXT.AD2}-0.5)*400"



# ================================================== ============================
*PRN - Parameter Reference Numbers
# --------------------------------
# See sae_generic.txt for more information on the *PRN section
#
#Code PRN SLOT Units System Description
#------------------------- ---- ------------ ---------------- ---------------- ------------------------------------------
CALC.FP F001 CLC-00-001 psi Fuel "Fuel Pressure"
CALC.NP F002 CLC-00-002 psi Nitrous "Nitrous Main Line Pressure"

Note the Fuel pressure is actually being logged in my case through the PCM EGR pinouts (5V power/GRND/analog data-all through the factory PCM connected to an autometer Fuel Pressure Sending unit).

Here is a log of pass. Had a gremlin in there on the wiring, as I wanted to test a 50 dry shot, and you can see the relay status, the system pulsed the duration of the run (no its not progressive), instead of come on and stayed on through the window...As well I had some Burst Knock rear its ugly head on launch...This was a 12.06 @ 117 pass.




Above you can see:
10 degree KR on launch (this sucks!)
Command AFR vs actual AFR (looking too rich!)
Fuel Pressure during run considering FP low was 50 PSI, was still rich on the AFR...
Bottle pressure during run (slowly decreases w/ pulsing relay)
Relay pulsing (this sucks!-need to find issue-but know to look at wiring)
Vehicle Speed, caught some good rubber on 1st to second shift...its the simple things that are are amusing...



Tune wise I am using COS5 which is free from EFI Live, its an add-on that enables some Nitrous specific tables when a PCM pin is grounded.

I have got the timing tables to pull and work correctly, the VE multiplier for tweaking the AFR I have not seen work yet.

Here is a sample table (this is not what I am currently using) of the COS5 timing tables


Below are the wires added to the PCM-Black is the Pin 56 Red to ground (switched) to enable COS 5, the Grey,black,purple is the wiring to the fuel sending unit to the origional (and Empty) EGR PCM pinouts.




Here is what the PCM looks like before you run the wire/connector in


Here is a connector (EFIconnection like .50 cents each)

3fingas

iTrader: (16)

Did you say the VE multi is not working? Mine throws 1.5- 2.25 % fuel between 4-8k rpm. Have the switch tied into the low oil light for safety. 10 KR is alot. What do you contribute that to?

Beer99C5

iTrader: (21)

I have yet to see it work in my case.

Here is a screen of the VE table



I was playing with a spreadsheet to richen the shot up at activation (to get no lean spike) and to lean it out on the top end where its usually rich.

The KR is what I believe Burst Knock, I added a convertor, I think the PCM sees a huge gulp of air and thinks its to much and pulls timing.

I have played with some values and got some help from some tuners, just need to have time home to play with the car and log.

3fingas

iTrader: (16)

Gotcha. Do you have A0012, A0013 set to zero? What do you have for A0018?

Beer99C5

iTrader: (21)

Current settings



Weather permitting may have some 1/8 mile logs Sat.

3fingas

iTrader: (16)

I have had luck with this.

gator's 99TA

iTrader: (2)

oh boy, here we go al! :-)

Beer99C5

iTrader: (21)

I will give that a try! Thanks

Dragman