Cant get it to Lean out (Help Please)
10-05-2011, 05:46 PM
#21
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No he is a friend of mine who has a dyno and is a Mustang specialist. He is decent with tuning LS1's but has only done 1 or 2 LT1's so he is having a hard time figuring some stuff out. He has already got me 20RWHP since our original baseline pull but he knows there is more in it.
10-05-2011, 06:01 PM
#22
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This is a temporary setup on the car which is why I didnt pay someone to get it perfect. I am building a 383 this winter so I didnt want to throw a bunch of money at this temporary setup.
10-05-2011, 06:17 PM
#23
I have to say that I knew he was not an LT1 tuner. He is a friend who is doing it for free and does not have much experience tuning LT1's and he told me up front that they are a pain to tune. I dropped it off to him and told him it was extremely rich and asked him if he could clean it up a little. The A/F was much worse when he started and he has brought it fairly close but would like to get it around a consistant 12.9 from what he told me, so I can spray the car. He just cant seem to find where it is adding fuel from at this point. He already did what I asked him to but he is playing it safe for the spray.
This is a temporary setup on the car which is why I didnt pay someone to get it perfect. I am building a 383 this winter so I didnt want to throw a bunch of money at this temporary setup.
This is a temporary setup on the car which is why I didnt pay someone to get it perfect. I am building a 383 this winter so I didnt want to throw a bunch of money at this temporary setup.
10-05-2011, 11:42 PM
#25
On LT1's I zero it out to get the base AFR close by the coolant temp table, then try to flatten the line as much as possible. If theres a more correct way I would like to know.
On the Gen 3/4 computers it is MUCH more responsive to changes in the %change to AFR at WOT vs RPM table, but at LT1's it changes too slowly for me anyway.
10-07-2011, 09:10 PM
#28
On LT1's I zero it out to get the base AFR close by the coolant temp table, then try to flatten the line as much as possible. If theres a more correct way I would like to know.
On the Gen 3/4 computers it is MUCH more responsive to changes in the %change to AFR at WOT vs RPM table, but at LT1's it changes too slowly for me anyway.
On the Gen 3/4 computers it is MUCH more responsive to changes in the %change to AFR at WOT vs RPM table, but at LT1's it changes too slowly for me anyway.
And, the dude hung up on BLM blocking: if you flash the PCM, fire it up and make a dyno pull, it won't go into Closed Loop before you start your pull. Therefore it won't run long enough in Closed Loop to learn to add fuel at WOT. Blocking the BLMs will have no effect, dig?
10-08-2011, 02:34 PM
#29
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You shouldn't have to screw with the P.E. Vs coolant table. Only the P.E. Vs RPM table. If you can't get there that way, I don't know what you are doing wrong, but your missing something.
And, the dude hung up on BLM blocking: if you flash the PCM, fire it up and make a dyno pull, it won't go into Closed Loop before you start your pull. Therefore it won't run long enough in Closed Loop to learn to add fuel at WOT. Blocking the BLMs will have no effect, dig?
And, the dude hung up on BLM blocking: if you flash the PCM, fire it up and make a dyno pull, it won't go into Closed Loop before you start your pull. Therefore it won't run long enough in Closed Loop to learn to add fuel at WOT. Blocking the BLMs will have no effect, dig?
10-08-2011, 04:54 PM
#30
Ed, I believe what Gregrob is saying is that he only zeros out the P.E./vs./RPM table to get the A/F in the ball park with out have to mess with 2 possible variables; thus quickening the ability to have a decent base A/F. After the base A/F is achieved, then can the rpm table be used to fine tune. It's not that he doesn't use the rpm table all together; he just uses it as the second process.
