PE enable TPS
07-01-2009, 06:16 PM
#3
In many applications(mostly trucks) GM sets it so that PE will not engage for seconds ie 10ish meaning you could be at wot for 10 seconds through several gears before PE activates in an LSx based application. Not saying thats the safest thing to do but obviously GM doesn't think its a big deal even on heavy high load bearing trucks with ls series engines.
Bottom line is theres no set fast rule for NA applications IMO however you can definitely feel the difference between when PE is engaged and when its not in even a moderately fast car.
Bottom line is theres no set fast rule for NA applications IMO however you can definitely feel the difference between when PE is engaged and when its not in even a moderately fast car.
07-04-2009, 01:06 PM
#5
There's really no rule of thumb on MAP or airmass, every engine will be different. HOWEVER, using some level of logic, if the heads and bottom end are still stock, I would see what airmass the engine is at when GM commanded PE...then if I modded the engine, with say a cam, headers, cold air intake...I'd see what MAP resulted in the same airmass as before, and consider changing my PE enable...but in any NA application, I've never really needed to change it, I've mostly just gotten rid of the delay to go faster.
I also guess, a really good tuner, with expensive equipment could probably use an EGT probe as well...or some other means of measuring the temperature of whats going on in the chamber...there's going to be an airflow point (will be different on every combo probably) where the temperature starts approaching something thats likely to knock...PE mode fueling helps that tremendously...so you could also use that data to help determine when to engage PE.
I also guess, a really good tuner, with expensive equipment could probably use an EGT probe as well...or some other means of measuring the temperature of whats going on in the chamber...there's going to be an airflow point (will be different on every combo probably) where the temperature starts approaching something thats likely to knock...PE mode fueling helps that tremendously...so you could also use that data to help determine when to engage PE.
Last edited by Mike454SS; 07-05-2009 at 01:20 AM.
07-10-2009, 01:24 PM
#6
[QUOTE=Mike454SS;11858120]There's really no rule of thumb on MAP or airmass, every engine will be different. HOWEVER, using some level of logic, if the heads and bottom end are still stock, I would see what airmass the engine is at when GM commanded PE...then if I modded the engine, with say a cam, headers, cold air intake...I'd see what MAP resulted in the same airmass as before, and consider changing my PE enable...but in any NA application, I've never really needed to change it, I've mostly just gotten rid of the delay to go faster.
How can I find out what "airmass" a stock is at when PE is commanded as my setup has cam, headers, intake, etc.
How can I find out what "airmass" a stock is at when PE is commanded as my setup has cam, headers, intake, etc.
07-10-2009, 03:27 PM
#7
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You can log Dynamic Cylinder Air (g/cyl) and there
you are.
My theory is, you should stay stoich until you get
to a point where you ping at under 25-30 degrees
timing, and from there on up (MAP-wise) you want
to cover it with fuel rather than pull out spark.
PE TPS is just another degree of freedom, PE may
be engaged by MAP at very low throttle like where
you cruise on the street, needlessly. If you want
to stay out of PE in some region that MAP alone
doesn't suppress, PE-TPS is just another angle on
it.
I haven't messed with it like I should and see it flip
into PE mode at like 25% throttle in the 2000RPM
range - light acceleration shouldn't need PE, costs
gas without benefit.
This PE-map fiddling dances tight with your spark
table, you have to optimize them as a partnership.
you are.
My theory is, you should stay stoich until you get
to a point where you ping at under 25-30 degrees
timing, and from there on up (MAP-wise) you want
to cover it with fuel rather than pull out spark.
PE TPS is just another degree of freedom, PE may
be engaged by MAP at very low throttle like where
you cruise on the street, needlessly. If you want
to stay out of PE in some region that MAP alone
doesn't suppress, PE-TPS is just another angle on
it.
I haven't messed with it like I should and see it flip
into PE mode at like 25% throttle in the 2000RPM
range - light acceleration shouldn't need PE, costs
gas without benefit.
This PE-map fiddling dances tight with your spark
table, you have to optimize them as a partnership.
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07-10-2009, 07:43 PM
#8
You can log Dynamic Cylinder Air (g/cyl) and there
you are.
My theory is, you should stay stoich until you get
to a point where you ping at under 25-30 degrees
timing, and from there on up (MAP-wise) you want
to cover it with fuel rather than pull out spark.
PE TPS is just another degree of freedom, PE may
be engaged by MAP at very low throttle like where
you cruise on the street, needlessly. If you want
to stay out of PE in some region that MAP alone
doesn't suppress, PE-TPS is just another angle on
it.
I haven't messed with it like I should and see it flip
into PE mode at like 25% throttle in the 2000RPM
range - light acceleration shouldn't need PE, costs
gas without benefit.
This PE-map fiddling dances tight with your spark
table, you have to optimize them as a partnership.
you are.
My theory is, you should stay stoich until you get
to a point where you ping at under 25-30 degrees
timing, and from there on up (MAP-wise) you want
to cover it with fuel rather than pull out spark.
PE TPS is just another degree of freedom, PE may
be engaged by MAP at very low throttle like where
you cruise on the street, needlessly. If you want
to stay out of PE in some region that MAP alone
doesn't suppress, PE-TPS is just another angle on
it.
I haven't messed with it like I should and see it flip
into PE mode at like 25% throttle in the 2000RPM
range - light acceleration shouldn't need PE, costs
gas without benefit.
This PE-map fiddling dances tight with your spark
table, you have to optimize them as a partnership.
