on my '95 roadmaster I will see 1-3 errors before eehack will connect but no other issues thus far. I've only flashed the pcm 4 times up to this point, apologies for the hijack - dunno if this deserves it's own thread....Originally Posted by steveo
on my '95 roadmaster I will see 1-3 errors before eehack will connect but no other issues thus far. I've only flashed the pcm 4 times up to this point, apologies for the hijack - dunno if this deserves it's own thread....
I think the roadmasters/fleetwoods have more chatter than my caprice does on the ALDL line.
Like I mentioned it doesn't really affect anything, just takes a few more seconds to connect.
Some people seem to have problems and need to remove fuses to silence the chatter.
I never did have an issue, it just worked, but it's GOOD that we're being included, it's an awesome program and extremely useful.
Tony
'88 Jeep Grand Wagoneer (aka Babywag)
'67 Jeep J3000
'07 Dodge Magnum SRT8
oh ok, that must be the new connection code. it was more designed for y-bodies.Like I mentioned it doesn't really affect anything, just takes a few more seconds to connect.
as long as it connects within a few tries i'm ok with it; but is there any way you could make me a few debug logs with 'verbose' enabled when you try to connect?
maybe i can tune it up a bit.
Sure...I need to adjust the MAF table some, and need more data, so shouldn't be a problem.
Thing is pig rich @ idle and low speed...guessing it's a side effect of removing the home base setup?
Tony
'88 Jeep Grand Wagoneer (aka Babywag)
'67 Jeep J3000
'07 Dodge Magnum SRT8
changing the total air volume after the maf (deleting silencers, etc) has a measurable effect on low RPM airflow readings. the mass of air can act as a bit of a pulsation damper to remove the reversion effect that kur4o was talking about earlier. so even though the rate of incoming air doesn't change, the rate of oscillation does.
and on the incoming side, anything that changes the amount of turbulence can dramatically change low to midrange airflow. so changing the air filter doesn't really do much, but smoothing out the intake plumbing does. this can affect low to midrange airflows.
this change usually only adds up to 5% or so, at least when i put the stock plumbing back on my car that's what i observed.
add that to your cam reversion, though....
with a mid-sized cam and performance intake stuff.. cold air intake, better elbow with no silencer etc, i end up to pulling anywhere from 15-25% from a stock maf table below 25-30afgs, then smooth 'er back out towards higher airflows
keep in mind that with a cam, the maf and o2 sensors lie a lot at extremely low airflows (like idle) so be careful not to use your idle data to extrapolate your low end maf table curvature, or your off-idle transition can go south. you can graph your maf with increased logging sample rate and see the mess that happens at low rpm with a maf.
The stock air intake was partially removed when I bought the car.
Home base/plate whatever it's called, and a beefy tube in it's place.
Air filter housing is still stock, new filter & cleaned MAF = no change.
I have replaced a ton of parts on this thing, mostly due to poor previous "repairs", and maintenance needs/things I found wrong.
@ any rate, it ran surprisingly well given the things I found.
Like the optispark filled with oil and bad bearing, the mis-routed & melted plug wires, etc.
Today I removed ~5-10% from idle on up ~midway into 2nd MAF table.
Based on the logs/analysis of the run I took it on last night, it should be good to go now?
Gave it a very good workout, bouncing it off the stupidly low set rev limiter of 4800 in any gear but 1st??
We'll see how it runs/what logs show now, need to drive my daughter to a cross country meet after school so I'll get some good data again?
A short drive running some errands shows it's in the ballpark now vs. the BLM's in the 11x range.
I also emailed you an EEHack connection log, if you need/want anything else just let me know.
Tony
'88 Jeep Grand Wagoneer (aka Babywag)
'67 Jeep J3000
'07 Dodge Magnum SRT8
best thing to do is load a whole crapload of logs at the same time (from running the same bin) in as many operating conditions as possible, then run the analyzer with its default settings. the resulting maf corrections should be really good. (and so will clusters of knock counts, etc)
using averaging over large sets of data is a great way to nail your fueling map quickly
Yes and yes.
I will try to get a few logs too, just need to get the car back from having 3.42s and posi installed first....
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