what parameters to log using EFI live to idle better
11-28-2006, 05:01 PM
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what parameters to log using EFI live to idle better i have the RR and EFI live and am looking to make my desired airflow tables correct rather than just me slapping bigger numbers in there until it worked...
right now when its warming up it tends to jump around alot high and low... then once its warm it tends to settle..... i just need help with what paremeters to use to get it going or what maps to make to copy and paste.
Thanks,
Tyler
right now when its warming up it tends to jump around alot high and low... then once its warm it tends to settle..... i just need help with what paremeters to use to get it going or what maps to make to copy and paste.
Thanks,
Tyler
11-29-2006, 09:36 AM
#6
I've had success tuning the airflow as mentioned above, but also increasing the spark correction factor so that it gives the PCM more "permission" to play with the spark to maintain idle. I believe I've gone +8 and -8 on those tables and the car has a nice smooth burble to it around 1000 rpm. I have a 228/232 so our cams are quite similar even though you have a larger bore.
11-30-2006, 12:16 AM
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Originally Posted by Billdog350
I've had success tuning the airflow as mentioned above, but also increasing the spark correction factor so that it gives the PCM more "permission" to play with the spark to maintain idle. I believe I've gone +8 and -8 on those tables and the car has a nice smooth burble to it around 1000 rpm. I have a 228/232 so our cams are quite similar even though you have a larger bore.
I've messed with these some, but now enough to have a solid gain yet.
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11-30-2006, 08:45 AM
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Dynamic Airflow (or whatever EFILive might call
it) is the airflow quantity used by the PCM for
fueling. So always good to keep that one on the
list, this is what can tell you the "happy point"
for whatever target RPM@ECT you have. The
running airflow values ought to end up looking
like the observed DynAir in the end. Looking at
the idle short & long trims can get you to the
same place and maybe quicker to start as they
(should) have done the learning for you. But if
idle is unstable then trims have to be suspect
for quality. Seeing the DynAir at a good idle
moment might be more trustworthy. And you
can get a DynAir vs RPM, closed throttle,
scatter-plot out of Excel and see the "main line"
in the cloud for a pretty good idea of what a
given RPM wants for airflow. Using your real
time controls to step IAC across the range
is a way to exercise the RPM axis in an idle-
realistic way, find the RPM you wanted and
the airflow it produced, badda-bing.
Realizing of course that as soon as you dress
down idle-range airflow model, fueling or spark
it will all change.
Look at the spark as well when you log, lot of
idle loop instability relates to short spark in the
idle spark advance tables and off-idle / onto-idle
stumbling can be from discontinuities between the
two, stepped over as you enter/exit idle mode
(TPS).
Record the injector pulse width and use the high
precision range if possible, to see any big stepping
(relatively) in the small pulse widths, how the idle
pulse width relates to various min PW clamping etc.
Fuel, air, spark is all there is. The tricky bit is,
which and why.
it) is the airflow quantity used by the PCM for
fueling. So always good to keep that one on the
list, this is what can tell you the "happy point"
for whatever target RPM@ECT you have. The
running airflow values ought to end up looking
like the observed DynAir in the end. Looking at
the idle short & long trims can get you to the
same place and maybe quicker to start as they
(should) have done the learning for you. But if
idle is unstable then trims have to be suspect
for quality. Seeing the DynAir at a good idle
moment might be more trustworthy. And you
can get a DynAir vs RPM, closed throttle,
scatter-plot out of Excel and see the "main line"
in the cloud for a pretty good idea of what a
given RPM wants for airflow. Using your real
time controls to step IAC across the range
is a way to exercise the RPM axis in an idle-
realistic way, find the RPM you wanted and
the airflow it produced, badda-bing.
Realizing of course that as soon as you dress
down idle-range airflow model, fueling or spark
it will all change.
Look at the spark as well when you log, lot of
idle loop instability relates to short spark in the
idle spark advance tables and off-idle / onto-idle
stumbling can be from discontinuities between the
two, stepped over as you enter/exit idle mode
(TPS).
Record the injector pulse width and use the high
precision range if possible, to see any big stepping
(relatively) in the small pulse widths, how the idle
pulse width relates to various min PW clamping etc.
Fuel, air, spark is all there is. The tricky bit is,
which and why.
11-30-2006, 12:56 PM
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Originally Posted by jimmyblue
Dynamic Airflow (or whatever EFILive might call
it) is the airflow quantity used by the PCM for
fueling. So always good to keep that one on the
list, this is what can tell you the "happy point"
for whatever target RPM@ECT you have. The
running airflow values ought to end up looking
like the observed DynAir in the end. Looking at
the idle short & long trims can get you to the
same place and maybe quicker to start as they
(should) have done the learning for you. But if
idle is unstable then trims have to be suspect
for quality. Seeing the DynAir at a good idle
moment might be more trustworthy. And you
can get a DynAir vs RPM, closed throttle,
scatter-plot out of Excel and see the "main line"
in the cloud for a pretty good idea of what a
given RPM wants for airflow. Using your real
time controls to step IAC across the range
is a way to exercise the RPM axis in an idle-
realistic way, find the RPM you wanted and
the airflow it produced, badda-bing.
Realizing of course that as soon as you dress
down idle-range airflow model, fueling or spark
it will all change.
Look at the spark as well when you log, lot of
idle loop instability relates to short spark in the
idle spark advance tables and off-idle / onto-idle
stumbling can be from discontinuities between the
two, stepped over as you enter/exit idle mode
(TPS).
Record the injector pulse width and use the high
precision range if possible, to see any big stepping
(relatively) in the small pulse widths, how the idle
pulse width relates to various min PW clamping etc.
Fuel, air, spark is all there is. The tricky bit is,
which and why.
it) is the airflow quantity used by the PCM for
fueling. So always good to keep that one on the
list, this is what can tell you the "happy point"
for whatever target RPM@ECT you have. The
running airflow values ought to end up looking
like the observed DynAir in the end. Looking at
the idle short & long trims can get you to the
same place and maybe quicker to start as they
(should) have done the learning for you. But if
idle is unstable then trims have to be suspect
for quality. Seeing the DynAir at a good idle
moment might be more trustworthy. And you
can get a DynAir vs RPM, closed throttle,
scatter-plot out of Excel and see the "main line"
in the cloud for a pretty good idea of what a
given RPM wants for airflow. Using your real
time controls to step IAC across the range
is a way to exercise the RPM axis in an idle-
realistic way, find the RPM you wanted and
the airflow it produced, badda-bing.
Realizing of course that as soon as you dress
down idle-range airflow model, fueling or spark
it will all change.
Look at the spark as well when you log, lot of
idle loop instability relates to short spark in the
idle spark advance tables and off-idle / onto-idle
stumbling can be from discontinuities between the
two, stepped over as you enter/exit idle mode
(TPS).
Record the injector pulse width and use the high
precision range if possible, to see any big stepping
(relatively) in the small pulse widths, how the idle
pulse width relates to various min PW clamping etc.
Fuel, air, spark is all there is. The tricky bit is,
which and why.
