1972 Elcamino 1993 Camaro Z28 LT1 T56 6 speed

[steveo]

keep the original offsets even with your '93 injectors. they're similar injectors and they're close enough.

gm dicked with those numbers a lot (and the low pw offset adder) to play with lower rpm afr, they aren't even close to real offsets for those type of injectors.

as evidence, note injectors for a 'vette are an identical part number, running identical fuel pressure and all that, but the offsets and pw adder tables are different. the vette also has its initial BLM set to 120. you can drop all the afr variables including maf table from a 'vette tune into an f-body bin and it'll be good to go, but if you only take the injector offsets and low pw adder from the vette bin without compensating in blm and maf table it'll go haywire (i tried for fun...)

this is why sometimes plugging some 'perfect measured offsets from the injector mfr' into an lt1 ends up throwing your afr WAY off, and you end up having to tune around it, and some very similar types of injectors have published offset sheets that are very far off from what's in the stock bins.

[beestoys]

keep the original offsets even with your '93 injectors. they're similar injectors and they're close enough.

gm dicked with those numbers a lot (and the low pw offset adder) to play with lower rpm afr, they aren't even close to real offsets for those type of injectors.

as evidence, note injectors for a 'vette are an identical part number, running identical fuel pressure and all that, but the offsets and pw adder tables are different. the vette also has its initial BLM set to 120. you can drop all the afr variables including maf table from a 'vette tune into an f-body bin and it'll be good to go, but if you only take the injector offsets and low pw adder from the vette bin without compensating in blm and maf table it'll go haywire (i tried for fun...)

this is why sometimes plugging some 'perfect measured offsets from the injector mfr' into an lt1 ends up throwing your afr WAY off, and you end up having to tune around it, and some very similar types of injectors have published offset sheets that are very far off from what's in the stock bins.

Thanks Steveo
I'll leave it alone then for now and see what tweaking what I have setup does. I will get in there and make sure all the stuff I don't have (EGR, charcoal cannister, air pump and such) isn't enabled.
I am also going to check the throttle blade setting on the BBK my IAC is running around the mid 20's and from what I read it should be a little higher. That may have something to do with the idle cell being 108 all the time.

[steveo]

mid 20 iac counts on an lt1 for hot idle is totally acceptable, 'specially with a stock cam.

higher counts are better with larger cams, though, since they need more even feed through the idle passages to avoid blm splits.

that shouldn't affect your blms being around 108 at idle, that's just a sign some kind of constant is out of whack or something (probably injector related). if your counts are too low, that means too much air through the plates, which makes your per-bank blms uneven, but wouldn't really affect how low/high they are in general.

[beestoys]

mid 20 iac counts on an lt1 for hot idle is totally acceptable, 'specially with a stock cam.

higher counts are better with larger cams, though, since they need more even feed through the idle passages to avoid blm splits.

that shouldn't affect your blms being around 108 at idle, that's just a sign some kind of constant is out of whack or something (probably injector related). if your counts are too low, that means too much air through the plates, which makes your per-bank blms uneven, but wouldn't really affect how low/high they are in general.

Ok that's good to know another thing I can leave alone then and go looking elsewhere. I'll scope for leakers tomorrow and check my stuff that should be off. The reason I went down this road in the first place was I could smell it rich at idle and figured with no cats 3 inch exhaust, K&N cold air kit and throttle body heat bypass it was going to be. I have even considered putting a set of high flow cats in it to get some back pressure in it.

[beestoys]

ok looks like EGR and CCP duty cycles are zero when it's running. Where would I look to see if they are turned on or off with Tunerpro?
Second thing is my temp is reading hot by 41 degrees. I verified it against Scan9495 and Freescan they are reading what my dash says. I looked in the scalar section but couldn't see anything obvious to adjust.

[EagleMark]

What ADX file?

No one else has mentioned it and seems that far off someone would notice?

Just looked at $EE-16188051-V3.8 from the $EE info thread and looks correct... maybe? Will have to ask Robert if I did this wrong?


ALDL file says!
23 COOLDEGR RAW LINEARIZED COOLANT TEMPERATURE
DEG C = .75N - 40
DEG F = 1.35N - 40

ADX file says!
X * 0.750000 + -40.000000 for celsius
X * 1.350000 + -40.000000 for feirenhight

[RobertISaar]

http://www.gearhead-efi.com/Fuel-Inj...7&d=1375660659

i grabbed that one a few seconds ago. conversions seem right.

[beestoys]

ok I am using the 2.4 off Steveos sight I'll load up the 3.8 and see if its different

[beestoys]

Ok
Told you I was new to this LOL I told you the wrong file. I'll change the ADX to the newest and see what happens. The one I am using I pulled off the tutorial that had the prebuilt night dash.

[beestoys]

Ok
Just ran it and everything is good must be the math in the first EE file I ran was off.

[EagleMark]

The file steveo has is an XDF, it is for adjusting the bin file for your PCM. It can not show data. You had the wrong file and I'm not sure what you were looking at?

Now that you have the ADX file loaded... Acquisition, Load Definition File, choose $EE-16188051-V3.8.adx and you have the right one. Go again to Acquisition and at the bottom Show Dash/Data/History/Monitors choose all of them and can look through the data. This will pop up all of them, then there will be some tabs at bottom to choose. Start with Item lists for data numbers like Coolant temp.

[beestoys]

Will do Eagle
Is there a one point or step procedure for turning off say EGR, CCP, AC DFCO and PE items in Tunerpro or do I need to set the on and off points to a value to disable them. I know by my cycle count already that EGR and CCP are turned off and I am just trying to figure how to enable the simple steps like these. I want to disable the PE and DFCO per your recommendations and do some datalog runs.

Steveo
Is there a set of values that I need to check or verify that will allow me to adjust idle and get it to 128. I have adjusted the flow rate as we mentioned earlier and it helped in the cruise section. Just need to get the idle area's set and then I'll be good.

Thanks again for all your help gents
Brian

[EagleMark]

Just have to find them one by one and see how to turn them off. This really helps get good data and more data for adjusting the VE tables in S/D first, then MAF if your using it.

For the BLM's at idle and everywhere for that matter, just get your BLM Data Logs and average Right and Left, then use the spread sheet to adjust VE table.

Remember to not use BLM for PE/WOT as AFR changes. Even with PE off you may still find some high load or high RPM where data goes 128 because it is no longer CL. Really the only way to dial in WOT/PE is a WB O2 sensor.

[beestoys]

Just have to find them one by one and see how to turn them off. This really helps get good data and more data for adjusting the VE tables in S/D first, then MAF if your using it.

For the BLM's at idle and everywhere for that matter, just get your BLM Data Logs and average Right and Left, then use the spread sheet to adjust VE table.

Remember to not use BLM for PE/WOT as AFR changes. Even with PE off you may still find some high load or high RPM where data goes 128 because it is no longer CL. Really the only way to dial in WOT/PE is a WB O2 sensor.

Ok So just log and idle period and then adjust the values in the cells. The spread sheet you mention is there a template somewhere. I'll so some more digging in the threads as well

Understand about the PE/WOT I do have a zietronix ZT2 wideband system I'll be putting in to help me tune. The plan is to drop the sensor in the midpipe and use the right and left 02's.

Just scoped the intake and good news is no leaking injectors. Bad news is then I believe the check valve in the tank had gone south again so it won't hold line pressure after the pump cycles.

I also just seafoamed the intake system to help clean everything out. Tomorrow I plan to pull the o2 sensors and spray them down with brake cleaner. This thing ran for quite some time with the speedo input unplugged. I have a feeling it may have contaminated them being rich all the time. I'll do a before and after idle check to see if it makes any improvement. If it does but still doesn't come in then I may have to replace of the sensors.

[EagleMark]

It's in the $EE info thread.
http://www.gearhead-efi.com/Fuel-Inj...ull=1#post2958

I'm not so sure the O2 should be cleaned with brake clean? May contaminate them? At this point I'd have a new set...

WB in mid pipe? Like a cross over? Hmmm...? Wonder if that get's good flow? I usually use one side or other, sometimes just weld in 2 extra bungs to double check bank to bank when done, but it has never shown any need...

You have a WB, so could do Open Loop to tune everything? When it's dialed in you could go back to CL and see how the O2 sensors are, if they are good then the trims would be very close.