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Thread: new $EE tuning thing!

  1. #676
    Fuel Injected!
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    Good for you Steve. Life is seasons, time for a change. If you were closer, I'd buy that TA off of you! Enjoy the bike, and keep your eye out for a modded LT1 car with a crappy mail-order tune, and you'll have lots of fun again. Personally one of the most satisfying things I ever did was to help tune a friend's supercharged LT1 that started with crap injectors and a crappy mail-order tune. By the time I was done, the drivability was better than stock and was wicked fast. Take a break, get refreshed, then come back sometime in the future.

    BTW B-body wagons are great winter drivers!
    Last edited by sherlock9c1; 04-21-2016 at 04:00 PM.

  2. #677
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    In my ongoing quest for more MPG's from my LT1, I'm trying to get the EGR to come on more and run at higher duty cycle. Any ideas on how to set the various parameters to maximize EGR on time and duty cycle? After playing around with it a bit, it seems I have to be tipped into the throttle pretty well to get it to activate, and then at cruising speed it won't go over 50.2% DC.

  3. #678
    LT1 specialist steveo's Avatar
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    there are more egr parameters not defined that might limit you a bit, nobody seems to tune the EGR much. i'll look into it a little for you.

    i should tell you that my experimentation certainly showed messing around with the EGR hurt, not helped fuel economy. the stock egr settings already seem to be pretty much maxed out into a state where the EGR doesn't hurt much in the way of performance.

    although it seems more of an inert gas would fill in some space and simulate a slightly smaller displacement engine or whatever; i think that's all negated by the fact that cold combustion temperatures and less torque are certainly both enemies of efficiency.

    the fact you can jack up timing to make up for the loss a bit doesn't make it an efficiency gain, just helps prevent a major loss.

    let me know if you find different, though

  4. #679
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    That's quite interesting. I was operating under the assumption that the inert gas in the chamber would indeed reduce fuel consumption, but I definitely now feel compelled to disable it altogether and do some followup testing based on your advice.

    Additionally I could use some help with my DFCO stuff, I don't know if I'm understanding the min/max/disable tables correctly. I'm trying to get the injectors to stay off for as long as possible, as frequently as possible and I think I'm making some progress, as on decel the injector PW will go to 0.00, particularly in real high vacuum/low MAP scenarios such as high vehicle speed throttle chops, but then bounce back and forth to ~1.0-2.0 for a couple counts, then back to 0.00 for a few counts and so on. and I'm just wondering if its because I don't have those tables and other DFCO parameters set correctly. I have eliminated all the DFCO spark retard and cranked up the advance in the VE cell I enter on decel, and this has virtually eliminated all engine braking which is part of what I was after in the interest of extending my closed throttle coasting. But I'm just trying to optimize DFCO with the goal of seeing 0.00 injector PW from the time I chop the throttle until I start accelerating again. Any help would be greatly appreciated.

  5. #680
    LT1 specialist steveo's Avatar
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    in dfco spark doesn't do anything. engine braking is at maximum during dfco. its just to smooth transition into dfco during the momentary lean condition that results.

  6. #681
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    I think you're thinking of table 'DFCO spark blending' which does the transition smoothing. There's another table 'DFCO Spark Retard' that retards timing while in DFCO and the more you retard it, the more engine braking there is. Almost like 99% sure about this one. You crank up the retard during DFCO you'll get more popping and banging and engine braking. I have of course gone the other way and minimized the engine braking, I just gotta figure out how to keep the injectors completely cut off for as long as possible. Coasting in neutral leaves them running around 2.5-3.0 msec, and engine off coasting just isn't too practical for me since I've got an A4.

    Quote Originally Posted by steveo View Post
    in dfco spark doesn't do anything. engine braking is at maximum during dfco. its just to smooth transition into dfco during the momentary lean condition that results.

  7. #682

  8. #683
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    Whenever Dfco cuts fuel it also max the spark retard at 25 degree with stock setting. If you want to completely remove the Dfco spark retard zero byte_128c3.
    byte_128c4 is responsible for the delay of fuel cut when all conditions are met. If you increase its value you will reduce the delay.

  9. #684
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    While I appreciate the info, I have no idea how to do what you've written, LOL. We just went from 'advanced user' to 'super user'

    Quote Originally Posted by kur4o View Post
    Whenever Dfco cuts fuel it also max the spark retard at 25 degree with stock setting. If you want to completely remove the Dfco spark retard zero byte_128c3.
    byte_128c4 is responsible for the delay of fuel cut when all conditions are met. If you increase its value you will reduce the delay.

  10. #685
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    does anyone else have trouble with getting a stable connection in the corvettes? I'm having trouble getting a connection to flash. WinFlash connection seems stable so I don't believe its a hardware/cable issue.

  11. #686

  12. #687
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    hey steveo, thanks for the reply. this is on version 4.5.1. the Y-body BCM setting is checked also.

  13. #688

  14. #689
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    tried version 4.5.2 today. I was not able to get it connect with the key on/ engine off.

    i went back to version 4.5.1 and same thing it will not connect with key on/engine off. however if I start the engine and then try to connect it will first error, connect/disconnect a few times before finally achieving a stable connection after about 30-60 errors.

    the only way I'm ever able to flash is to first run the engine, achieve stable connection, turn off engine, and then flash.

  15. #690

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