that is all there is in $0D
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that is all there is in $0D
So for the purpose following the tutorial can I assume the "off idle" table shown in the tutorial is the same as the "Open throttle" table I have?
Also forgot to say I would not raise the mph in the 100% range to dial in your upshift. The PCM has to meet both RPM and MPH to shift. 5 mph is a big jump in the lower gears. WOT shifting (above 90-95%) is done off that simple RPM/MPH table that has like 3 and 6 entries anyway. I like to use Bluecats to get the part throttle close to where I want it, then use the kickdown mode RPM table to fine tweak where it shifts at WOT. I always set Bluecats up with the desired RPM about 300-400 rpm low to keep the MPH table a little lower than where it shifts so that I can dial it in with RPM alone by datalog.
I've followed the tutorial and have smoothed the Open throttle VE table. I then disabled EGR, PE, DE and DFCO, is there anything else I should do before data logging?
Should I tweak the spark advance before or after I've worked on the VE table and data logged? I'm assuming if it's after I would need to redo the VE table again?
Spark map smoothed and loaded, I'll data log tomorrow.
One thing that we picked up on the dyno was how restrictive the stock air cleaner assembly appeared be.
As shown at the start of this post I had locked the hot air intake flap inside the factory air cleaner open so that only cool intake air would get to the air filter.
I had dropped my van off at the workshop in the morning and hung around to help them if they had any issues connecting to the APU1 and they did, it wasn't the sort of vehicle they were used to working on and they gave up on the APU1 and connected up there own Ostrich.
I asked the dyno operator to give me a call when it was ready to make a few runs and I'd come back and have a look.
I had a phone call from the dyno operator asking me how much HP I thought the van would make, I said anything above 170 would be okay he said it was only making 165 but something was strange going on because the motor would just falling on it's face above 3500 RPM.
I headed over to see what was going on, he showed me on the computer screen the initial runs he had made and you could see the HP curve just keel over after 3500.
While I was there he decided to take the lid off the air cleaner assembly and try another run, we were both surprised to see the HP jump up by 13 to 178.
After that run he then put the lid back on and sure enough back down to 163HP. I suggested we disconnect the factory duct supplying fresh air from the front of the van to the air cleaner to see if there was a restriction caused by that but another run revealed not much difference, still around the 167 mark.
So at that point I suggested the old air cleaner lid flip trick to see if the air filter was the problem and the HP came up near 176 HP, one more run with the lid back on correctly to confirm the air cleaner was the problem and sure enough the HP dropped back down again.
At that point it appeared clear that the factory air cleaner assembly was costing 13 HP, with no other changes you could watch the AFR drop to 10:1@ 4500 RPM with the air cleaner lid on and jump to 12.3:1 with the lid off.
Not wanting to give up on the cool air provided by the duct running from the front of the van but having to conceded that something needed to change, I took the air cleaner assembly home and within ten minutes with a holesaw and an air nibbler modified it to let some more air in but still have a little cool air flowing towards the filter.
I dropped it off the next morning with the dyno operator and he reported when he later made a run with it on the HP levels were back up to levels with no lid on.
The improvements made from 176HP to 196HP were then made from basic chip tuning.
Working through the adjusting VE fueling tables with BLM data tutorial, it asks to "open your spreadsheet to the correct mask ID" but I only seem to have a "$42 VE correction table" tab not a $OD?
The spreadsheet states correction table E6~OD~OE~31 at the top but the tab down the bottom only shows $42, do I need to change it or is $42 okay?
I've entered all the data in the spreadsheet and I can see the automatic changes in the correction factors but nothing has happened to the values in the VE table, how do I make the spreadsheet apply those changes?
I have the same thing. Three tabs, $42, on idle, off idle. The $42 just goes to 3200 rpm. I just use the other two but think the math in them all is the same. My spreadsheet laptop battery just died so I can't check that.
Hi Fast,
Thanks for your help with this.
I've attched three images one of the VE correction table I downloaded and the other of my excel spreadsheet, I'm using the "Off Idle" table.
In the tutorial it shows a few different mask ID's in tabs along the bottom of the screen but that's not what I get on my spreadsheet?
At this stage I've cut and pasted my VE table to where it says to "insert off idle VE table from TunerPro here" and after a bit of playing around cut and pasted indivdual columns into the "insert BLM off idle running average here" (there were more cloumns in the TunerPro history table and less in the spreadsheet so cut and paste for the whole table wouldn't work). It must have been late last night because I can now see the changes in the "Insert new" tables.
Whats the difference between the "with averaged BLM table and the "without averaged BLM table"? The values in my "without averaged" table seem higher.
Kitch
in the spread sheet i posted below go to the $0D-$0E tab, paste the blm (running average) history table from your adx in lines 5-20
paste your ve table from the bin / XDF(under BPW parameters - VE.. in Advanced $0D TP5 v250) in lines 41-56
then paste the corrected VE (averaged = smoothed ) data from lines 77-92 into the ve table in your bin..
hope this helps...
CFI
That's exactly what I was looking for, maybe one of the mods might like to put your TBI calculator in $OD tuner info where I found the other spreadsheet.
I'm still not sure what's the main reasons for using the coarse or the fine tables? Should I start with coarse and smooth it or just go straight to to fine?
My BLM were quite lean at W.O.T. in the 80-100 kPA ranges and I see how the spread sheet will help correct that but when I turn PE back on will it then make my newly corrected BLM's go rich at W.O.T?
Glad to help :thumbsup:,i take no credit for the spreadsheet ,it was made by dave w@oldshool efi, found it here, this site is full of hidden gems :rockon:
I've developed a new spreadsheet to tune the '7427 PCM.
The new spreadsheet is located here: http://www.gearhead-efi.com/Fuel-Inj...D-31-OE-and-E6
The "Averageif" function in Excel allow an exported data log .csv file to be pasted into the spreadsheet. The "Averageif" function can be used to average near idle data when the idle flag is active, average data when closed loop is active, average when PE is active and other tuning data like WBO2. The history tables in TunerPro RT does not filter the data like the "Averageif" spreadsheet can do. The posted "Averageif" spreadsheet is not the final version I've developed. I posted the "Averageif" spreadsheet to help others develop their own "Averageif" spreadsheet.:thumbsup:
dave w
CFI, you're right there seems to be some great info on this site, the hard part can be finding just what you're looking for.
Thanks again Dave, I'm sure your spreadsheet is more efficient way of doing it but I'm not an experienced spreadsheet user so I will have to revisit yours once I've become more than just a basic spreadsheet user :-)
Looks like I'll have to redo my logging again, two things may have affected my results:
The first one is looking back at my logs the EGR valve rather than being turned off was actually turned on at anything above closed throttle. To disable the EGR for logging I set the "Temperature for EGR on" to the maximum of 149.8° thinking the motor will never get that hot so EGR won't turn on but it appears it did. I've now also changed the "minimum speed for EGR" from 0.0MPH to 102MPH and that's stopped the EGR from turning on. The test drive to confirm the change seemed to reveal an unusual surprise, previously very light acceleration from 50- 60MPH up a gentle incline and in OD at times would show 2-3" of vacuum on my external vacuum gauge (which I always thought was too low).
I need to do more logging but now driving the same stretch of road with EGR turned off has raised the vacuum to around the 8-10" mark. I might try some back to back testing with EGR on and then off to get a more accurate picture.
The other thing that may have altered my initial logging was the near new Schrader valve that allowed my fuel pressure gauge to connect with the TBI fuel inlet decided to let fuel flow past without the fuel gauge connected. When I got back home after my logging run I thought I heard a strange noise coming from under the van while it was still running I got down and saw a puddle of fluid on the ground and it streaming down the side of the transmission, didn't take long for me to realise it was fuel right beside the headers! Turning the engine off and pulling the dog box off the motor soon showed where it was coming from and a quick key on confirmed it was the Schrader valve, that incident could have ended up much worse.
It was quite hard to bend the factory fuel line to fit the inline adaptor for the fuel pressure gauge so the thought of bending it back wasn't doing it for me. At this stage I've just capped it off with another Schrader valve from the replacement inline adaptor.... after I sheared apart the first one tightening it up (then had to wait for new one to arrive from the States).
I've been busy working on my "open throttle" VE table and spark table, does anyone have a suitable spark table that I can compare to mine to see if I'm heading in the right direction?
I'm finding the 3.42 gears in the van are loading up the motor and I'm having to be a bit more conservative with the spark timing to try and control the knock counts. It's not really helped by the factory shift points and TCC settings. I'm thinking a lower set of gears might be in order, especially once the Vortec motor is in there.
This is what I'm using with the stock LO5 in my 1995 K1500. I've always fought knock counts and recently disabled knock retard. I get some knock counts with this map, but no audible ping. Note that I also have PE spark zero'd out and EGR disabled so there are no spark adders. What you see in this table is what my engine gets, plus any latency from the stock ignition module. I'm running 92 octane fuel.
I had 3.08s in mine and ran the timing advance values for the GMPP HEI distributor with little issue. That was 12° @ 1000 rpm @ 100 KPA, 22° @ 2100 rpm, 32° @ 3,600 rpm. 10° @ 10 in/hg vacuum advance tappered smoothly down to 0° @ 3 in/hg. So basically ramped up smoothly starting at 90 kpa up to about 50 kpa.