[Gmecm] More '730/$8D tuning questions...

Fri Apr 20 12:05:11 UTC 2007

I'm pulling .bin's from the laptop to the emulator, where they're stored in
NVRAM, as I understand it.  Mask ID is set to AA (or $AA I suppose, as the
software strips out the "$" on the input side).  It won't emulate at all
without this step, as I found out on my first attempt.

I agree on the probable need for a large pump shot.  I would like to bump
that up substantially, but I haven't sorted out which of the PE functions
does that most directly, and I also haven't got a handle on exactly where
the delta TPS functions are stored.  I can see the TPS changing with
throttle input, so I know that's working, but I'd like to see what the ECM
sees for dTPS/time, just so I know.  The learning curve is steep.  I know I
can change the pump cam, lever arm and shooter size on this thing, I just
don't know where to bolt them on yet...

Clair

----- Original Message ----- 
From: <davesnothereman at netscape.net>
To: <gmecm at diy-efi.org>
Sent: Friday, April 20, 2007 6:02 AM
Subject: Re: [Gmecm] More '730/$8D tuning questions...

> AXXC is a decent calibration to start with.  Did you load it into the
emulator or into a chip?  Is the checksum calculation disabled in the
calibration which works (mask ID set to $AA)?
>
> Large plenum intakes tend to like more pump shot.  Sometimes surprisingly
more.  Other than that it's the same old game of finding the correct VE and
timing by trial and error.
>
> Zaphod
>
>
> -----Original Message-----
> From: clair.davis at charter.net
> To: gmecm at diy-efi.org
> Sent: Wed, 18 Apr 2007 9:24 PM
> Subject: Re: [Gmecm] More '730/$8D tuning questions...
>
>
> I've got some more comparing to do tonight.  I uploaded the
lightly-tweaked
> AXXC when I got home from work, and it almost instantly turned on the
> CEL/SES/whachamacallit light, so I couldn't get an idea of how it would
even
> idle.  Swapping in the untouched AXXC did the same thing, but it cleaned
> right up when I reloaded the bin I was driving with last weekend.  I
> couldn't even get the ALDL to synch up until the last bin was loaded.
>
> Once I get a bit more sorted out, I'll need to pick your brain on the
finer
> points of tuning with a large volume short runner intake.  That's
> essentially what I have on my 340, one of the Mopar Performance M1 series.
> I've also got a large direct-linkage 4V throttle body that I'm going to
have
> to work with, too.  PE and SA ought to clean those up, though.  And good
> point on the TPI intake, I forget how well it worked.  The early Chrysler
> long-ram and short-ram engines would generate over 100% VE even back in
the
> day, but I don't think they were as much of a treat off idle.  I'll keep
> that in mind.
>
> Clair
>
>
> ----- Original Message ----- 
> From: "Mike Wilson" <mwilson at bwarch.com>
> To: <gmecm at diy-efi.org>
> Sent: Wednesday, April 18, 2007 10:26 AM
> Subject: RE: [Gmecm] More '730/$8D tuning questions...
>
>
> > Clair, it sounds like you are on the right track with what you are
> thinking.
> > A fairly stock program for a TPI F-body is probably a good starting
point
> > for a lot of older muscle cars to use as a base program. The Vette
> programs
> > are too aggressive and fine tuned for their application to make them
easy
> to
> > retrofit into another application.
> >
> > The TPI intakes have a lot to do with the high VE numbers. The velocity
> they
> > generate gives amazing amounts of low end torque. They run out of steam
> > really fast but low end is fantastic. This is great for a street car but
> not
> > for racing. Most TPI powered cars end up highly modified if the owner
gets
> > into drag racing, like mine. I eventually ended up running a Victor Jr.
> > intake that I converted to fuel injection. My big valve 409 inch small
> block
> > was just too much even for the best of the aftermarket TPI intake parts
> that
> > I tried.
> >
> > Good luck with the tuning,
> > Mike
> >
> > -----Original Message-----
> > From: gmecm-bounces at diy-efi.org [mailto:gmecm-bounces at diy-efi.org] On
> Behalf
> > Of Clair Davis
> > Sent: Tuesday, April 17, 2007 7:28 PM
> > To: gmecm at diy-efi.org
> > Subject: Re: [Gmecm] More '730/$8D tuning questions...
> >
> > Thanks for that suggestion, Mike, that's an interesting looking bin.
The
> VE
> > curves have a very similar character to what mine could/should be on the
> WOT
> > end, but it still floors me that VE can be so high in the idle range -
> over
> > 60 at 800rpm!  My lean-best-idle appeared to be in the low-mid 40's, but
> > that may make sense with my low 8.5:1 CR.
> >
> > I'm tempted to just tweak the injector & cylinder specs, tone down the
> spark
> > advance table, and give it a spin.  If I'm thinking about this right,
> having
> > the VE's too high just means I'll tend rich with the INT/BLM's again.
If
> it
> > runs like crap, at least I have some confidence that it hasn't been
> monkeyed
> > with too much before I got it.
> >
> > Clair
> >
> >
> > ----- Original Message ----- 
> > From: "Mike Wilson" <mwilson at bwarch.com>
> > To: <gmecm at diy-efi.org>
> > Sent: Tuesday, April 17, 2007 11:29 AM
> > Subject: RE: [Gmecm] More '730/$8D tuning questions...
> >
> >
> > > Clair, with a manual transmission & iron heads the best way for you to
> get
> > > started is to use the 1992 5.0 liter 5-speed Camaro bin AXXC and copy
> the
> > > VE, PE, AE & cold start up info from the 350 auto AUJP bin into the
305
> > bin
> > > plus change the cylinder volume & injector flow rate and disable VATS.
> > >
> > > You may want to pull more timing out because of your data logging on
> your
> > > specific engine but this should get you a lot closer to a drivable
> engine
> > to
> > > start with. With a good manual transmission iron head base program you
> can
> > > then tune for your cam and headers and modify the rest of the program
to
> > fit
> > > your application.
> > >
> > > I did this when I put a T-56 into my 91 5.7 TPI Z/28 and it worked
very
> > well
> > > but my engine was otherwise stock so I only had to deal with the
manual
> > > transmission issue.
> > >
> > > Hope this helps,
> > > Mike
> > >
> > > -----Original Message-----
> > > From: gmecm-bounces at diy-efi.org [mailto:gmecm-bounces at diy-efi.org] On
> > Behalf
> > > Of Clair Davis
> > > Sent: Monday, April 16, 2007 8:38 PM
> > > To: For discussion of GM EFI hardware and software
> > > Subject: [Gmecm] More '730/$8D tuning questions...
> > >
> > > ... 3) Is there a benefit to using a different base cal, such as ANHT
> vs.
> > > AUJP or whatever, as long as they're for essentially the same family
of
> > > engines?
> > >
> > > Thanks in advance as usual, and I really am glad to be able to drive
> this
> > > old girl again, as frustrating as it is at the moment.
> > >
> > > Clair
> > > 69 Plymouth Valiant, 340+730
> > > Fort Worth, TX
> > >
> > >
> > > _______________________________________________
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> > >
> >
> >
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