Here is what my History has been looking like. Of course not all of the cells are filled in. The truck runs a whole lot better then it did with a stock chip burn.
23 Jan History2.jpg
It looks like it's time to move on.
Here is what my History has been looking like. Of course not all of the cells are filled in. The truck runs a whole lot better then it did with a stock chip burn.
23 Jan History2.jpg
It looks like it's time to move on.
I think I would have all the 80 ~ 100 KPA's at or just below 128. In the screen shot, I'm seeing some of the 80 ~ 100 KPA near 135. Having BLM's of 135 in 30 ~ 50 KPA's is almost acceptable. To be honest, I think BLM's of 135 in the 80 ~ 100 KPA's is unacceptable.Originally Posted by majacoby
dave w
That's the way I feel, more because of lean cruise and when it is entered!
But for PE on $42 it is not crucial.
In PE mode: Learn is turned off and the INT is locked at 128. If the BLM is < 128 it is ignored (128 is used). If the BLM is >= 128 it is then used.
IIRC $0D is differant for PE?
1990 Chevy Suburban 5.7L Auto ECM 1227747 $42!
1998 Chevy Silverado 5.7L Vortec 0411 Swap to RoadRunner!
-= =-
Like Dave said...I'm not sure I like those 13x numbers in 90 MAP? Seems like it is running out of fuel there? How does the Main VE table look? What is your fuel pressure and did you set BPW? If this is a built motor and your going to run higher RPM then that it could be on the lean side and get worse.
It looks fine other then that. I'm just not used to seeing high numbers pop up in 90 MAP after the rest is so close...
1990 Chevy Suburban 5.7L Auto ECM 1227747 $42!
1998 Chevy Silverado 5.7L Vortec 0411 Swap to RoadRunner!
-= =-
23 Jan VE1 chart.jpg23 Jan VE1.jpg
I think you are correct that it’s running out of fuel at the top end. I do not know what the fuel pressure is. What a PIA it is to get the fuel pressure on a 1990 K1500 350 TBI!
I bought an adapter that goes between the high pressure line and the TBI inlet. It has a 1/8 pipe thread for a pressure gauge but have not it installed yet. I need to replace the fuel line anyhow, so I guess it’s a good time to do it.
When you say set BPW do you mean to the Hack (00AB00AC or do you mean “Base Pulse Width (135.00)??
BTW I think the chart and the 3d are different.
Thanks, MarkJ
I think Mark was talking about BPW 135. Looking at your VE table, I would increase the BPW from 135 to 137 to help get the higher KPA numbers into the upper 120's. Not everyone tunes the same way, so there will be other opinions on how to get the higher KPA numbers into the upper 120's.
dave w
We are talking the Paremater BPW. It should be 135 stock.
Darn good looking fuel table!
Daves being polite! We have been back and forth with the BPW, I keep testing his theory of raising it to boost some fuel at top end and since the last time we discussed this I've found it does work accuratly only about 10 over what was stock or what was calculated. After that it turns into a fueling curve instead of a straight line. Dave can still tune it!
You could try and add 10 to BPW with the same tune and re data log. See where the whole BLM table goes? It should go down across the board.
But look at your Main VE table. Where you are going into 135 BLMs your VE table is already mid 90%, your already at the limit and even beyond in cells further up to 96%. Your on the edge or more accuratly past the edge and if going any higher RPM it's only going to get worse! Your log is only showing to 2400 RPM, even a stock motor is capable of much more!
You need more fuel!
Whether it's filter time or and old pump or when you get a fuel pressure reading and it's under 13psi?
You need more fuel!
Post a data log! If you have installed the BPW hack we can watch BPW in ms and the injector duty cycle. BPW value in ADX file needs to have your injector bias correct in conversion.
1990 Chevy Suburban 5.7L Auto ECM 1227747 $42!
1998 Chevy Silverado 5.7L Vortec 0411 Swap to RoadRunner!
-= =-
Attached are my out come after setting BPW to 145. This isafter making the adjustments to the VE1 from the spreadsheet with Historyaverage.
I think I’m running out of fuel up in the 2400 area. I knowwhat I have to do next. Fuel filter and adjust pressure.
Am I going in the right direction?
MarkJ
24 Jan VE1 BPW 145.jpg24 Jan hist Avg 3d bpw 145.jpg
It appears BPW of 145 lowered the BLM's into the 120's for KPA's 80 ~ 100 range below 2400. The downside to BPW 145 is the KPA's 30 ~ 60 range are mostly below 120 which is too rich. I think I would go back to the first VE table and try BPW 140. What I think is likely to happen is the low RPM's / low KPA's will be slightly rich, so the high RPM's / High KPA's will have enough fuel.
I really wish GM would have used a vacuum referenced fuel pressure regulator on the TBI. I've seen the TBI VE table Tug-O-War several times ... add fuel pressure to get good BLM's at high RPM's / high KPA's but end up with to much fuel at low RPM's / low KPA's. With a vacuum referenced fuel pressure regulator, the fuel pressure is increased (goes up in pressure) at the high RPM's / high KPA's yet for low RPM's / low KPA's the fuel pressure is lowered (goes down in pressure) to get good BLM's.
dave w
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