Tuning 16197427 w/ MAF and all others join in!"

[1BadZ71Tahoe]

ATTN MODS: Plz Rename Title "Tuning 16197427 w/ MAF and all others join in!" and erase this. TYVM my BFF Jill. (I hope someone laughs)

Alright guys, I tell ya what. For all the beginners this will probably become a valuable post, and I'm hoping that our forum leaders can help step in and possibly make a game of the information. I of course have a lot of info missing, because i'm a newb too. Let's wing it, and compile additional + fixing MY inaccuracy's and start getting some minds to work! I have more information sources saved on PDF, and will try to add as I can if nothing else.

The 16168625 is the '93 TBI truck PCM. The 16196395 and 16197427 are the '94 TBI truck PCM's and the 16197427 and 16156930 are the '95 TBI truck PCM's. The 16197427 is the most popular and has been hacked the most although the differences are slight. This would be the preferred PCM to me although all would the ones listed work.

Programs to Download

1. Tuner Pro RT
2. Datamaster (Datalogger)


Supplies Needed
1. Laptop
2. OBD1 Cable
3. Ostrich
4. ECU
5. 32 pin red + blue connectors + pins

Sensors
1. ECU
2. Wideband O2
3. MAF (Vortec Includes IAT)
4. Knock Sensor
5. IAC?
6. TPS
EST

Harness Modifications
1. Electric Fan Harness w/ Relay?
2. Remove EGR
3. Use EGR Input For: Electric Fans
4. Bypass ESC Module
5. Use ESC Module Input For: MAF
6. Add in IAT Sensor functions, unless they can be coupled with ESC module

Step by Step Tuning Directions

Dialing in the fueling takes about 30 minutes (advantage to using MAF) and its done. You do a couple runs with a wideband to calibrate the sensor and adjust the MAF table to match what you’ve data logged. The frequency based MAFs and 32 bit software code are very precise. If the curve is correct, it delivers the desired AFR within 2% over all operating conditions. Fast was using a late model MAF and it worked without issue off the bat as the table for the MAF was for that specific one.
- When MAF Fails SD takes over with VE
I enabled open loop a/f ratio lookup turning off closed loop in the process. With a wideband hooked up, I show 13-16.5:1 depending on the load. At WOT, my engine likes 12.3-12.4:1 for peak torque and slightly lean it out to 12.6:1 for higher rpms. I dislike running closed loop, I just don't see the point of cycling the a/f ratio, very rich then very lean when the engine runs much smoother staying at a constant a/f ratio.
EDIT- To disable closed loop Raise the temp for closed loop way high and set the BLM/INT limits to 128/128
Then its the timing, which works in the same manner as EBL and other systems.
After that, its a matter of details like: idling, initial start and cranking parameters, etc. Those are usually what take time as there are a lot of components to the part throttle/startup/cold engine calibration. It does provide very good drivability, and allows the use of hi-performance manifolds in nearly any condition. My engine has a bad ground cam in it and idles like complete crap. Very erratic and lumpy, sort of like a blown head gasket or an ignition problem.
If the PID idle speed control algorithms are enabled, it almost idles perfectly. Its pretty amazing what the newer algos can do.
AE?
I would not touch MAP AE just yet. The TPS AE is more of the problem with the larger TBI. Calculate the area of the new TBI bores vs. the stock bore and adjust the AE using the % difference. Should get you pretty close.
I would agree, start with the TPS AE. Depending on all the details of your engine combo (intake manifold,cam,heads,tbi), don't be surprised if you need to increase TPS AE setting by as much as 200-500%. If the tbi was the only thing changed, maybe a calculation based on airflow increase of the tbi would be valid, but with the other changes you have made I would have no suggestions on how to calculate the AE requirements for your motor.

Remember the AE changes are only for helping to cure problems with accelleration lean pop.
The biggest detriment isnt drivability, but getting the drivability. This required AE routines that can compensate for manifold plenum temp.
I’ve also made changes to the AE routines. The main AE is handled by the MAP while the short AE needed for any delays in the MAFs’ response as well as manifold filling is handled by the TPS AE.
Maf sa ae
BLMs
Remember the AE changes are only for helping to cure problems with accelleration lean pop. This has nothing to do with your BLM (VE table) adjustments. Logging data for BLM adjustment, you should be trying to do this without engaging AE or PE as others have pointed out

Sensors
Air
1. MAF: Mass Air Flow = The MAF is stock for a 2002 5.3 Suburban, I got the pigtail and the sensor for $25.00 from a local wrecking yard. Keyed Power & ECU Ground can be supplied from eliminated ESC Module
- The MAF requires a pulse accumulator (counts the electronic pulses from the MAF) and pulse counter (stop watch that measures the elapsed time between MAF pulses). This didnt become available until 93 with the advent of the PCMs, and to my knowledge, is still the same stratagy used today.
- Has Integrated IAT: Idle Air Temperature
2. Heated 3 Wire O2 Sensor:
3. Wideband O2 Sensor: There is an input for a wideband, but its currently just to have its output in the datalogs. True full scale wideband control would be more difficult due to the poor resolution of the 8-bit A/Ds.
4. Electric Fans: The EGR input is currently for an electric cool. fan. I got tired of the stock fan switch so I put code in to control the fan to the set points I wanted.
5. MAT?
Fuel
Pressure:
Spark
Knock Sensor: If knock is detected, spark is retarded. The Knock sensor will need to be replaced with the 1993-1996 TBI 350 equivalent.
ESC Module: Needs to be eliminated.
Exhaust
EGR: Exhaust Gas Recirculator = Bypassed.

TunerPro Bin Data Export

Source File: 20070415_2.bin
Source Definition: $OD_MAF.xdf

Constants
1. Mask ID byte: 0x0D =
2. Stoich AFR: 14.10 AFR =
3. %DC threshold to flag AE as active: 1.95 %DC =
4. Post DFCO AE pulse: 1.53 msec =
5. Time for INT to remain locked after AE: 1.25 secs =
6. Time threshold to enable open loop idle: 255.00 secs =
7. Accel Enrich TPS filtering coeff: 190.00 Coeff =
8. DRP threshold to transition from crank to run: 54.53 msec =
9. Base spark advance: 9.83 Deg SA =
10. Main SA bias: 0.00 Deg SA =
11. Cool temp corr. SA bias (change in table conversion as well): 20.01 Deg SA =
12. Ramping rate for SA during crank to run: 0.63 %/msec =
13. AFPR injector constant vacuum filter coeff: 255.00 coeff. =
14. Upper cool temp to bypass PE delay: -40.00 Deg C. =
15. MAP threshold to enter mand. Async: 55.06 kPa =
16. MAP threshold to exit mand. Async: 50.05 kPa =
17. RPM theshold to enter mand.async: 6375.00 =
18. RPM theshold to exit mand.async: 6375.00 =
19. Lower cool temp to bypass PE delay: 150.23 Deg C =
20. Upper cool temp threshold to allow PE AFR adjustment: -40.00 Deg C =
21. Fuel cut-off entry threshold: 5500.00 RPM = RPM the Fuel is cut off.
22. Fuel cut-off exit threshold: 5000.00 RPM = RPM the Fuel is resumed.
23. Error 17, MAF sig. lost time threshold: 1250.00 msecs = Milliseconds before MAF reported lost time
24. Error 17, MAF sig. lost freq. threshold: 100.00 Hz = Milliseconds before MAF reports lose frequency
25. Error 23, MAT low A/D threshold: 4.00 Inverse A/D counts =
26. Error 23, MAT low time threshold to set error: 1.00 Secs =
27. Error 23, MAT low engine time threshold for diags.: 180.00 Secs =
28. Error 25, MAT high A/D threshold: 238.00 Inverse A/D counts =
29. Error 25, MAT high time threshold to set error: 1.00 Secs =
30. Error 23/25 upper MPH limit for diags.: 35.00 MPH =
31. Default MAT value if error: 78.00 Inverse A/D counts =
32. Error 26, manfold temp high threshold: 17.00 A/D counts = Starting Point
33. Error 27, manfold temp low threshold: 251.00 A/D counts = Starting Point
34. MPH threshold for high speed cool fan op.: 40.00 MPH = Starting Point
35. MPH threshold to transition back to low speed cool fan op.: .00 MPH = 0 is Instant Change
36. Low speed fan on threshold: 100.25 Deg C = Temperature in Celsius Starting Point
37. Low speed fan off threshold: 94.28 Deg C =
38. High speed fan on threshold: 104.72 Deg C =
39. High speed fan off threshold: 98.76 Deg C =
40. Min temp for closed loop: 45.04 =
41. Upper temp threshold for cold closed loop delay: 48.32 Deg C. =
42. Lower temp threshold for hot restart closed loop delay: 111.44 Deg C. =
43. Min time for closed loop (cold engine): 300.00 Secs =
44. Min time for closed loop (cool engine): 180.00 Secs =
45. Min time for closed loop (hot restart): 30.00 Secs =
46. Idle mean R/L O2 threshold: 481.74 =
47. Idle lean O2 threshold: 481.74 =
48. Idle rich O2 threshold: 481.74 =
49. Idle O2 proportional gain if rich (unstable idle): 0.031 Gain =
50. Idle O2 proportional gain if lean (unstable idle): 0.039 Gain =
51. Idle O2 proportional gain if rich (stable idle): 0.039 Gain =
52. Idle O2 proportional gain if lean (stable idle): 0.047 Gain =
53. Upper allowed limit for stored BLMs: 128.00 BLM =
54. Lower allowed limit for stored BLMs: 128.00 BLM =
55. Lower transient RPM ratio for derivative fuel: 0.91 RPM ratio =
56. Upper transient RPM ratio for derivative fuel: 1.10 RPM ratio =
57. IAC T/F multiplier for reducing action (cool engine temps): 14.84 % reduction =
58. Time after throttle closed to limit T/F action: 4.00 Seconds =
59. IAC T/F multiplier for reduction action (warm engine temps): 14.06 % reduction =
60. Upper allowed difference b/w steady state and idle integral (D, no A/C): 19.92 =
61. Upper allowed difference b/w steady state and idle integral (D, A/C): 19.92 =

Flags
1. MAT in use: Set =
2. Manifold plenum temp sensor in use: Set =
3. Look up AFR when in closed loop: Not Set =
4. Allow knock prevention: Set =
5. Error 13, O2 sensor error: Set =
6. Error 14, high cool temp: Set =
7. Error 15, low cool temp: Set =
8. Error 16, 2002 PPM VSS failure: Set =
9. Error 17, MAF signal lost: Set =
10. Error 21, high TPS: Set =
11. Error 22, TPS low: Set =
12. Error 23, MAT low: Set =
13. Error 25, MAT high: Set =
14. Error 26, manifold temp high: Set =
15. Error 27, manifold temp low: Set =
16. Error 33, MAP high: Set =
17. Error 34, MAP low: Set =
18. Error 35, IAC failure: Set =
19. Error 42, EST failure: Set =
20. Error 43, ESC failure: Set =
21. Error 44, O2 lean: Set = Oxygen Sensor A/F Ratio is Lean
22. Error 45, O2 rich: Set = Oxygen Sensor A/F Ratio is Rich
23. Error 51, EPROM checksum fail: Set = Check EPROM's Checksum for errors in data
24. Error 54, fuel pump relay failure: Set = Check fuel pump relay is faulty


------------------------------
Tables
------------------------------

1. ALDL scan tool xmission address table =

Serial byte # Addr.
(null)
63 855
62 275
61 870
60 86D
59 862
58 3270
57 326F
56 22F
55 26B
54 26A
53 26D
52 000
51 298
50 2BC
49 232
48 1D8
47 1D7
46 3214
45 3213
44 053
43 052
42 197
41 857
40 30F9
39 30F8
38 051
37 06D
36 320A
35 3209
34 1ED
33 243
32 242
31 2A7
30 085
29 03E
28 041
27 316
26 046
25 04D
24 050
23 04F
22 044
21 03B
20 03D
19 0AE
18 82E
17 0A0
16 062
15 0A2
14 037
13 00A
12 009
11 008
10 00F
9 00E
8 00D
7 00C
6 00B
5 007
4 036
3 004
2 1D6
1 1D5


2. WB AFR vs A/D volts =

V AFR
(null)
5.00 20.00
4.69 19.40
4.38 18.70
4.06 18.10
3.75 17.50
3.44 16.90
3.13 16.30
2.81 15.60
2.50 15.00
2.19 14.40
1.88 13.70
1.56 13.10
1.25 12.50
.938 11.90
.625 11.30
.313 10.60
000 10.00


3. MAF flow vs. frequency = 85 line table of airflow vs. frequency. Computer takes the average grams per second airflow over one complete intake cycle and calculates the mass of air in that one cylinder, and using the desired AFR, it calculates the pulsewidth for the injectors for the next cylinder.

Hz gms/sec
(null)
12000 459.20
11875 459.20
11750 459.20
11625 459.20
11500 459.20
11375 459.20
11250 459.20
11125 459.20
11000 423.36
10875 406.76
10750 390.95
10625 375.91
10500 361.56
10375 347.88
10250 334.88
10125 322.31
10000 310.34
9875 298.88
9750 287.86
9625 277.27
9500 267.08
9375 257.26
9250 247.77
9125 238.61
9000 229.75
8875 221.15
8750 212.82
8625 204.73
8500 196.82
8375 189.15
8250 181.72
8125 174.53
8000 167.59
7875 160.87
7750 154.38
7625 148.15
7500 142.12
7375 136.28
7250 130.65
7125 125.20
7000 119.93
6875 114.83
6750 109.91
6625 105.16
6500 100.58
6375 95.53
6250 90.66
6125 85.93
6000 80.89
5875 76.21
5750 72.20
5625 67.88
5500 63.62
5375 59.38
5250 55.71
5125 51.44
5000 47.63
4875 43.97
4750 40.95
4625 37.78
4500 35.09
4375 31.80
4250 28.88
4125 26.57
4000 24.48
3875 22.71
3750 20.43
3625 18.83
3500 17.32
3375 15.89
3250 14.54
3125 13.28
3000 12.10
2875 11.01
2750 10.00
2625 9.08
2500 8.23
2375 7.59
2250 7.05
2125 6.28
2000 5.63
1875 5.30
1750 4.24
1625 4.24
1500 8.00


4. Mean rich/lean threshold vs. scaled airflow =

Airflow counts mV
(null)
128 451.36
112 451.36
96 451.36
80 451.36
64 451.36
48 451.36
32 481.74
16 481.74
0 481.74


5. Rich O2 threshold vs. scaled airflow =

Airflow counts mV
(null)
128 451.36
112 451.36
96 451.36
80 451.36
64 451.36
48 451.36
32 481.74
16 481.74
0 481.74


6. Lean threshold vs. scaled airflow =

Airflow counts mV
(null)
128 451.36
112 451.36
96 451.36
80 451.36
64 451.36
48 451.36
32 481.74
16 481.74
0 481.74


7. Proportional O2 flow gain vs. MAP and RPMs =

RPM kPa
20 30 40 50 60 70 80 90 100
3600 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35
3200 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35
2800 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35
2400 0.17 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35
2000 0.10 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35
1600 0.05 0.17 0.35 0.35 0.35 0.35 0.35 0.35 0.35
1200 0.04 0.17 0.35 0.35 0.35 0.35 0.35 0.35 0.35
800 0.03 0.15 0.27 0.35 0.35 0.35 0.35 0.35 0.35
400 0.03 0.13 0.17 0.35 0.35 0.35 0.35 0.35 0.35


8. Crank PW vs cool temp =

Deg C Usec
(null)
152 6.26
140 6.74
128 7.22
116 7.70
104 9.14
92 11.07
80 13.48
68 16.84
56 20.69
44 26.47
32 32.73
20 40.91
8 50.05
-4 59.20
-16 70.27
-28 80.85
-40 91.44


9. Crank fuel delay vs. cool temp =

Deg C DRPs
(null)
152 2.00
140 2.00
128 2.00
116 2.00
104 2.00
92 2.00
80 2.00
68 2.00
56 2.00
44 2.00
32 2.00
20 2.00
8 2.00
-4 2.00
-16 2.00
-28 2.00
-40 2.00

[1BadZ71Tahoe]

10. Restart crank PW multiplier vs. DRPs =
DRPs Mult.
(null)
24 0.50
23 0.45
22 0.39
21 0.34
20 0.30
19 0.30
18 0.30
17 0.30
16 0.30
15 0.30
14 0.30
13 0.30
12 0.30
11 0.30
10 0.32
9 0.33
8 0.34
7 0.41
6 0.44
5 0.47
4 0.65
3 0.95
2 1.33
1 1.33


11. Hot restart crank PW multiplier vs. DRPs’ =

DRPs Mult.
(null)
24 0.40
23 0.39
22 0.38
21 0.36
20 0.34
19 0.34
18 0.32
17 0.31
16 0.30
15 0.30
14 0.30
13 0.30
12 0.30
11 0.30
10 0.30
9 0.30
8 0.30
7 0.31
6 0.35
5 0.39
4 0.47
3 0.55
2 1.00
1 1.00


12. Choke AFR vs. cool temp =

AFR
(null)
152 2.00
140 2.00
128 2.00
116 2.00
104 2.00
92 2.00
80 2.00
68 2.50
56 3.00
44 3.00
32 3.00
20 3.50
8 3.70
-4 4.50
-16 5.00
-28 5.50
-40 6.00


13. Idle VE (used when MAF errors present) =

RPM kPa
20 25 30 35 40 50 60 70 80 90 100
1800 59.04 76.25 80.16 80.94 82.11 85.63 87.19 88.76 91.10 90.32 88.76
1600 57.09 75.07 78.98 80.55 80.94 85.24 85.63 87.58 89.93 89.54 86.80
1400 53.96 69.21 77.03 78.20 78.59 82.11 83.67 85.24 87.19 88.37 85.24
1200 50.05 64.91 76.25 77.03 77.42 79.37 81.72 82.89 84.85 87.58 83.67
1000 44.97 57.87 69.21 70.38 69.99 72.34 77.81 79.37 81.33 84.85 82.89
800 41.06 49.66 61.00 64.52 65.69 67.25 73.90 76.25 78.20 82.11 82.11
600 37.15 44.97 53.57 58.26 59.82 64.91 68.42 72.34 72.73 76.25 80.16
400 33.23 44.18 50.05 51.61 52.79 61.00 62.95 65.30 67.64 70.38 78.20


14. Open throttle VE (used when MAF errors present) =

kPa
20 25 30 35 40 50 06 70 80 90 100
6400 48.88 64.91 74.29 75.07 75.46 80.16 82.11 87.98 89.93 92.28 92.28
6000 48.88 64.91 74.29 75.07 75.46 80.16 82.11 87.98 89.93 92.28 92.28
5600 48.88 64.91 74.29 75.07 75.46 80.16 82.11 87.98 89.93 92.28 92.28
5200 48.88 64.91 74.29 75.07 75.46 80.16 82.11 87.98 89.93 92.28 92.28
4800 48.88 72.34 74.29 74.29 75.46 80.16 82.11 84.06 86.02 86.80 86.80
4400 48.88 72.34 74.29 74.29 79.37 84.06 86.02 87.98 89.93 89.93 89.93
4000 48.88 72.34 74.29 76.25 80.94 86.80 91.89 91.10 90.32 91.10 86.02
3600 58.65 72.34 74.29 77.03 80.94 87.58 89.93 92.28 93.84 93.84 95.80
3200 59.82 74.29 80.16 82.50 82.89 87.58 94.62 93.84 93.84 94.62 94.62
2800 58.65 80.94 82.11 83.67 84.06 87.98 91.89 92.67 93.06 93.06 91.89
2400 58.65 80.16 82.11 82.89 83.67 87.98 90.71 94.62 94.62 94.62 93.84
2000 58.65 77.81 79.76 81.33 82.11 85.24 87.58 90.71 90.71 90.71 91.89
1600 55.91 71.55 75.46 77.03 82.89 85.63 87.98 87.98 87.98 88.37 86.02
1200 47.70 59.04 68.42 73.51 74.29 77.03 80.94 80.55 82.11 82.89 83.67
800 37.15 45.36 56.30 63.73 67.64 69.21 71.55 72.73 74.29 77.03 82.11
400 31.28 41.06 46.14 50.83 52.79 62.17 62.95 65.30 67.64 70.38 78.20


15. Injector constant vs. engine vacuum (AFPR) =
kPa vac Gms/sec
(null)
0 14.30
10 14.30
20 14.30
30 14.30
40 14.30
50 14.30
60 14.30
70 14.30
80 14.30


16. Closed Throttle SA table =

RPM kPa
20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
6000 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
5600 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
5200 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
4800 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
4400 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
4000 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
3600 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
3200 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
2800 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
2400 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92
2000 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.57 24.57 24.57 24.57 24.57 24.57 24.57
1600 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.57 24.22 24.22 23.52 23.17 23.17 23.17
1200 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.57 23.52 22.46 21.76 21.41 21.41 21.41
1000 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.57 23.52 22.46 21.41 20.36 19.66 19.66 19.66
800 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 23.52 22.46 21.41 20.36 18.95 17.55 17.55 17.55
600 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.22 22.81 21.76 20.71 19.66 18.25 16.15 16.15 16.15
400 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.92 23.52 22.46 21.41 20.36 19.31 17.90 16.15 16.15 16.15


17. Open Throttle SA table =

RPM kPa
20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
6000 37.91 37.91 37.91 37.91 37.91 37.91 37.91 37.21 36.15 35.10 33.70 32.29 31.24 30.19 29.83 29.83 29.83
5600 37.91 37.91 37.91 37.91 37.91 37.91 37.91 37.21 36.15 35.10 33.70 32.29 31.24 30.19 29.83 29.83 29.83
5200 37.91 37.91 37.91 37.91 37.91 37.91 37.91 37.21 36.15 35.10 33.70 32.29 31.24 30.19 29.83 29.83 29.83
4800 37.91 37.91 37.91 37.91 37.91 37.91 37.91 37.21 36.15 35.10 33.70 32.29 31.24 30.19 29.83 29.83 29.83
4400 37.91 37.91 37.91 37.91 37.91 37.91 37.91 37.21 36.15 35.10 33.70 32.29 31.24 30.19 29.83 29.83 29.83
4000 37.91 37.91 37.91 37.91 37.91 37.91 37.91 37.21 36.15 35.10 33.70 32.29 31.24 30.19 29.83 29.83 29.83
3600 37.91 37.91 37.91 37.91 37.91 37.91 37.91 37.21 36.15 35.10 33.70 32.29 31.24 30.19 29.83 29.83 29.83
3200 36.85 36.85 36.85 36.85 36.85 36.85 36.85 36.50 35.45 34.40 32.99 31.59 30.54 29.83 29.48 29.48 29.48
2800 35.80 35.80 35.80 35.80 35.80 35.80 35.80 35.45 34.40 33.34 31.94 30.54 29.48 28.78 28.43 28.43 28.43
2400 34.75 34.75 34.75 34.75 34.75 34.75 34.75 34.05 33.34 32.29 30.54 29.13 28.08 27.38 26.68 26.68 26.68
2000 32.99 32.99 32.99 32.99 32.99 32.99 32.99 32.64 31.59 30.54 28.78 27.38 26.32 25.27 24.57 24.57 24.57
1600 31.24 31.24 31.24 31.24 31.24 31.24 31.24 30.54 29.48 28.08 26.68 25.27 24.22 23.17 22.46 22.46 22.46
1200 29.48 29.48 29.48 29.48 29.48 29.48 29.48 28.43 27.38 26.32 24.92 23.52 22.46 21.41 20.71 20.71 20.71
1000 27.73 27.73 27.73 27.73 27.73 27.73 27.73 26.68 25.62 24.57 23.52 22.46 21.06 20.01 18.95 18.95 18.95
800 26.32 26.32 26.32 26.32 26.32 26.32 26.32 25.62 24.57 23.52 22.46 21.41 20.01 18.25 17.20 17.20 17.20
600 25.27 25.27 25.27 25.27 25.27 25.27 25.27 24.92 23.87 22.81 21.76 20.71 18.95 17.20 15.09 15.09 15.09
400 24.92 24.92 24.92 24.92 24.92 24.92 24.92 24.57 23.52 22.46 21.41 20.36 18.95 17.55 15.09 15.09 15.09


18. Initial choke SA =

Deg C SA
(null)
152 0.00
128 0.00
104 0.00
80 0.00
56 0.35
32 1.05
8 1.05
-16 1.40
-40 1.40


19. SA correction vs. vac and cool temp =

Deg C kPa
80 70 60 50 40 30 20 10 0
128 0.00 0.00 0.00 -1.05 -2.11 -3.16 -3.16 -3.16 -3.16
116 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
103 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
92 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
80 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
68 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
56 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
32 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
20 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
8 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
-4 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
-16 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
-28 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00


20. PE AFR vs RPMs =

RPM AFR
(null)
6400 12.50
6000 12.50
5600 12.50
5200 12.50
4800 12.50
4400 12.50
4000 12.50
3600 12.50
3200 12.50
2800 12.50
2400 12.50
2000 12.50
1600 12.50
1200 12.20
800 12.00
400 12.00
0 12.00


21. Idle proportional SA overspeed adj. =

RPM error SA
(null)
250.0 -5.97
150.0 -4.91
50.0 -4.91
37.5 -3.86
25.0 -3.16
12.5 -1.75
0.0 0.00


22. Idle proportional SA underspeed adj. =

RPM error SA
(null)
250.0 3.16
150.0 3.16
50.0 3.86
37.5 3.16
25.0 2.11
12.5 0.70
0.0 0.00


23. SA derivative correction vs. transient RPM ratio =

RPM ratio SA
(null)
1.25 2.46
1.22 2.11
1.19 1.75
1.16 1.40
1.13 1.05
1.09 0.70
1.06 0.35
1.03 0.00
1.00 0.00
.97 0.00
.94 -0.35
.91 -0.70
.87 -1.05
.84 -1.40
.81 -1.75
.78 -2.11
.75 -2.46


24. Burst knock retard vs. cool temp =

Deg C Deg SA
(null)
110 2.11
105 1.75
100 1.75
95 1.40
90 1.05
85 0.35
80 0.00
75 0.00


25. PE spark correction vs. RPM =

RPM SA
(null)
6400 0.00
6000 0.00
5600 0.00
5200 0.00
4800 0.00
4400 0.00
4000 0.00
3600 0.00
3200 0.00
2800 0.00
2400 0.00
2000 0.00
1600 0.00
1200 0.00
800 0.00
400 0.00
0 0.00


26. Open loop AFR vs. cool temp and vac. =

Deg C kPa
80 70 60 50 40 30 20 10 0
104 14.10 14.10 14.10 14.10 14.10 13.80 13.50 13.30 13.00
92 14.10 14.10 14.10 14.10 14.10 13.80 13.50 13.30 13.00
80 14.10 14.10 14.10 14.10 14.10 13.80 13.50 13.30 13.00
68 14.10 14.10 14.10 14.10 14.10 13.80 13.50 13.30 13.00
56 14.10 14.10 14.10 14.10 14.10 13.80 13.50 13.30 13.00
44 13.70 13.70 13.70 13.70 13.70 13.40 13.20 12.90 12.60
32 13.40 13.40 13.40 13.40 13.40 13.10 12.80 12.40 12.20
20 13.00 13.00 13.00 13.00 13.00 12.70 12.40 12.10 11.80
8 12.70 12.70 12.70 12.70 12.70 12.40 12.10 11.80 11.50
-4 12.20 12.20 12.20 12.20 12.20 12.00 11.70 11.50 11.00
-16 12.00 12.00 12.00 12.00 12.00 11.70 11.50 11.20 10.20
-28 12.00 12.00 12.00 12.00 11.80 11.50 11.20 11.00 10.00
-40 11.50 11.50 11.50 11.50 11.50 11.30 11.00 10.50 10.00


27. Lean open loop AFR limit vs. cool temp for idling =

Deg C AFR
(null)
104 14.60
92 14.60
80 14.60
68 14.60
56 14.70
44 14.70
32 14.00
20 13.70
8 12.80
-4 12.60
-16 12.50
-28 12.30
-40 12.00


28. TPS threshold for WOT vs. RPM =

RPM
(null)
4000 84.85
3600 84.85
3200 84.85
2800 84.85
2400 84.85
2000 84.85
1600 84.85
1200 75.07
800 50.05


29. TPS threshold for PE vs. RPM =

RPM
(null)
4000 44.97
3600 44.97
3200 44.97
2800 44.97
2400 39.88
2000 35.19
1600 30.11
1200 25.02
800 25.02


30. Decel enlean factor vs. manifold temp =

Deg C Mult.
(null)
152 0.56
128 0.63
104 0.72
80 0.91
56 1.13
32 1.50
8 2.00
-16 2.50
-40 3.00


31. Decel enlean PW reduction vs. delta MAP =
Delta kPa Mult.
(null)
50 34.85
45 32.47
40 30.49
35 28.12
30 25.34
25 23.36
20 19.80
15 17.03
10 12.67
5 6.34
0 0.00


32. Decel enlean PW reduction vs. delta TPS =

% TPS Mult.
(null)
100.0 40.39
93.8 40.39
87.5 40.39
81.3 40.39
75.0 40.39
68.8 40.39
62.5 40.39
56.3 40.39
50.0 40.39
43.8 40.39
37.5 40.39
31.3 30.49
25.0 20.20
18.8 15.05
12.5 10.30
6.3 5.15
0.0 0.00


33. Async. AE temp. correction vs.manifold temp =

Deg C % corr
(null)
152 0.47
140 0.53
128 0.59
116 0.66
104 0.72
92 0.84
80 1.03
68 1.34
56 1.69
44 2.19
32 2.72
20 3.28
8 3.88
-4 4.44
-16 4.94
-28 5.38
-40 5.88


34. Sync. AE temp. correction vs. manifold temp =

Deg C % corr
(null)
152 0.47
140 0.47
128 0.53
116 0.59
104 0.69
92 0.78
80 0.91
68 1.13
56 1.50
44 1.97
32 2.47
20 2.88
8 3.16
-4 3.31
-16 3.44
-28 3.53
-40 3.66


35. TPS AE temp correction vs. MAT =

Deg C % corr
(null)
80 1.22
68 1.25
56 1.27
44 1.31
32 1.34
20 1.39
8 1.46
-4 1.51
-16 1.56


36. MAP AE correction vs. RPMs =

RPM % corr
(null)
4800 1.00
4000 1.00
3200 1.00
2400 1.00
2000 1.00
1600 1.00
1200 1.05
800 1.08
400 1.10


37. Delta MAP AE =

Delta MAP %DC
(null)
80 15.81
75 15.62
70 15.32
65 14.64
60 13.66
55 11.81
50 9.76
45 7.61
40 5.86
35 4.49
30 3.22
25 1.95
20 1.07
15 0.49
10 0.29
5 0.00
0 0.00

[1BadZ71Tahoe]

38. Delta TPS AE =
Fast 355:
I would not touch MAP AE just yet.

The TPS AE is more of the problem with the larger TBI. Calculate the area of the new TBI bores vs. the stock bore and adjust the AE using the % difference. Should get you pretty close.

Alvanwie:
I would agree, start with the TPS AE. Depending on all the details of your engine combo (intake manifold,cam,heads,tbi), don't be surprised if you need to increase TPS AE setting by as much as 200-500%. If the tbi was the only thing changed, maybe a calculation based on airflow increase of the tbi would be valid, but with the other changes you have made I would have no suggestions on how to calculate the AE requirements for your motor.

Remember the AE changes are only for helping to cure problems with accelleration lean pop. This has nothing to do with your BLM (VE table) adjustments. Logging data for BLM adjustment, you should be trying to do this without engaging AE or PE as others have pointed out.


Delta TPS %DC
(null)
12.50 20.90
9.38 19.14
6.25 14.84
3.13 8.30
0.00 0.00


39. Delta IAC flow AE =

Delta %IAC flow usec
(null)
25.00 183.12
18.75 122.08
12.5 61.04
6.25 15.26
0.00 0.00


40. IAC flow vs. cool temp (P/N) =

Deg C % flow
(null)
116 28.93
104 29.72
92 30.89
80 32.45
68 35.19
56 39.10
44 46.14
32 55.13
20 64.91
8 73.12
-4 82.11
-16 89.93
-28 93.84


41. IAC flow vs. cool temp (drive) =

Deg C % flow
(null)
116 28.93
104 29.72
92 30.89
80 32.45
68 35.19
56 38.71
44 45.75
32 55.13
20 64.91
8 73.12
-4 82.11
-16 89.93
-28 93.84


42. Desired idle speed vs. cool temp (D, A/C) =

Deg C
(null)
116 675.00
110 675.00
104 675.00
98 675.00
92 675.00
80 675.00
68 675.00
56 700.00
44 775.00
32 850.00
20 850.00
8 900.00
-4 1000.00
-16 1000.00
-28 1000.00


43. Desired idle speed vs. cool temp (D, no A/C =

Deg C
(null)
116 675.00
110 675.00
104 675.00
98 675.00
92 675.00
80 675.00
68 675.00
56 700.00
44 775.00
32 850.00
20 850.00
8 900.00
-4 1000.00
-16 1000.00
-28 1000.00


44. IAC throttle follower gain vs. cool temp =

Deg C gain
(null)
116 2.39
104 2.39
92 2.39
80 2.39
68 2.39
56 2.39
44 2.39
32 2.39
20 2.39
8 2.53
-4 2.73
-16 3.14
-28 3.28


45. Min closed throttle IAC T/F TPS reduction vs. MPH =

MPH % reduction
(null)
36 0.00
32 0.00
28 0.00
24 0.00
20 0.00
16 49.61
12 87.89
8 99.61
4 99.61
0 99.61


46. Lower limit for T/F TPS when closed throttle present vs. cool temp =

Deg C % T/F TPS
(null)
116 3.03
104 3.03
92 3.03
80 3.03
68 3.03
56 3.03
44 3.03
32 3.03
20 3.03
8 3.03
-4 3.03
-16 3.03
-28 3.03


47. IAC T/F TPS filtering period vs. MPH =

MPH secs
(null)
80 1.50
72 1.50
64 1.50
56 1.50
48 1.50
40 1.50
32 1.50
24 1.50
16 0.75
8 0.50
0 0.20


48. IAC T/F TPS filtering coeff. vs. MPH =

MPH Coeff.
(null)
80 5.00
72 5.00
64 5.00
56 5.00
48 5.00
40 5.00
32 5.00
24 5.00
16 10.00
8 15.00
0 25.00

Thanks for stopping in. I appreciate any help, and do realize I have a lot deeper of a hole to dig than I think. I haven't even started real world tuning. Just researching information, and have my laptop ready with the aldu cable. (No ostrich yet, no no no.)

Take Care,

- B

EDIT: I just realized there's a ton i missed in this segment, so i hope to add in red fixes, then go with another color as I go for constant readers. Hope this helps.

[pfk]

Thanks for the post,lots of info in there (not sure how much of it I understand yet :D but thanks just the same)

I just finished reading about installing a MAF when I found this post. I am curious if it is still usuable while running a S/C?

[1BadZ71Tahoe]

Thanks for the post,lots of info in there (not sure how much of it I understand yet :D but thanks just the same)

I just finished reading about installing a MAF when I found this post. I am curious if it is still usuable while running a S/C?

I'm pretty sure you can, so long as you run a FMU (Fuel Management unit) with the supercharger. I think however, the proper way is to get a 2 or 3 bar MAP sensor, which only works on the 7749? ECU

- B

[1BadZ71Tahoe]

Conversion Material List

1. Vortec MAF Sensos (Fast 355: 5.3 out of 2002) 3.5”
2. MAF Sensor Pigtail (AutopartsGiant.com)
3. Knock Sensor(Match PCM Year) < - - Directly wire Knock Sensor
4. TBI to MAF Tube
5. MAF to Air Filter Tube
6. Air Filter
7. ECU
8. Ostrich (MOATES.NET)
9. Wideband O2
10. G1 Adapter ((MOATES.NET)
11. Electric Fans
12. USB ALDL Cable
13. G1 or G2 Adapter?

Piggy-Back Harness
1. 7477 ECU
2. 7427 Harness Connector ends
a. Red
b. Blue
3. Wire Colors
4. Connector Pins (RosesAndWrenches.com)

Wiring Harness Modifications
1. Electric Fan Controls (Fuse + Relay)
2. Knock Sensor wired directly to ECU
3. Therefore, you can bypass ESC module
4. MAF Sensor EST?

$0D Maf Conversion Overview And Features
1. Note: If swapping from an older ECu (7477) this is considered a P4 upgrade.
2. Common Mask: $0D
3. -Features a MemCal
4. Fueling is de-coupled from timing so you can alter one without the other bouncing lot
5. Doesn’t read manifoldtemperatureor Nitrous Control
6. Can control an A/C Clutch
7. PCM Can monitor Transmission abuse and EstimateCat Converter Temp for OverTemp Protection
8. Stores many BLM readings, reuses at startup for levelofdriveabilityunmatched by other TBI’s.
9. A/C and Idle have individual BLM Tables.
10. Maf flow goesfrom turbulent to linear which makes the idle difficult to dial in.

Tuning Tips and Hints
Basic Tune-In
1. Injector Flow Rate (Per Bank):_____ #lHr (LBS per Hour)
2. Cylinder Volume: (Per Cylinder)
3. Timing
a. Set Distributor 6 Degrees Advance
b. Initial Timing Setting: 6 Degrees
4. 0 (Zero) Out PE (Power Enrichment) Tables for simplicity
5. Setting Timing Tables: Main Spark Table, Open Throttle (Consists of 4 total)
6. Set Fuel Tables
7. Air.Fuel (ARF) Ratio
a. Set to 12.6 (12.5:1) which is plenty rich even if you make some mistakes in the VE (Volumetric Efficiency)
8. TPS for PE: Change to 65-70% from stock tosee changes momentarily
9. Idle Vs Coolant speed
- Stock: 500 RPM
- Cammed: 650-750RPM
10. MAF Flow goes turbulent to linear which causes MAF to undr-report airflow.Simply bumping up the fllow rateswill solve the problem.
11. Make sure you set the Mask ID back to the $0D from HA in development

That's all i'm giving out until some others jump in.

And BTW I take 0 credit for any of this. I'm just a hobbyist compiler.

- B

[pfk]

I just got off the phone with my main suppler, I have a 5.3 MAF and Pigtail on the way up, freebie :D

I'm trying to get all of my ducks in a row so whenever I'm finished with the rest of it, I can just do it.

[1BadZ71Tahoe]

I just got off the phone with my main suppler, I have a 5.3 MAF and Pigtail on the way up, freebie :D

I'm trying to get all of my ducks in a row so whenever I'm finished with the rest of it, I can just do it.

Did I talk you into it, or have you been dead set all along with MAF? I'm glad your enjoying it. I have pages upon pages of information still left to decipher, but hopefully I am helping you out!

The MAF setup is really a win win situation, because if your MAF fails, you can tune in SD. He is also working on the following:

There will also be a newer version of the code soon that allows more control over when the injectors fire. Me and fast have been having what appears to be a problem with cam overlap/exhaust scavanging sucking the injector pulses out into the exhaust system. Im going to add some code that can delay the firings a bit to give the exhaust valve time to seat. Theoretically, that should solve the problem.

Anyway, attached is my latest bin. Keep in mind that the MAF table isnt correct. I was having some issues with the fuel pressure dropping off at high RPMs, so the MAF table shows more flow then it should to compensate for it.

Adam (Dimented24x7 from ThirdGen.Org)

Keep up the good work, and whenever you have questions . . . Hollar!

- B

[pfk]

I've been thinking about it since I started reading, once I saw your post and knew that people would be talking about it, I figured Id better get ready.

I'll know tonight if the distributor fixes my problem or not and if so, I can start trying some things.

[Fast305]

Adam put togather the code and the first system. He also had an earlier version based off the 1988 camaro ECM using a Frequency to Voltage converter. System did not work as well as he would have liked due to poor resolution. The newer PCM with its built-ing frequency counter worked well for him, right out of the box with some code changes for the MAF read-in routine.

I got the itch to swap over in mid octobor of 2006. Adam was nice enough to send me a copy of the code. I had previously swapped to the TBI PCM, so it was a simple matter of adding a TBI bonnet, plumbing in the MAF, and adding a few wires, then burning the corresponding chip.

I might add, that I am still running the same stock GM MAF table that came from the same 5.3 the MAF was stock on. The MAF calibration happened to be spot on, all the way throughout the RPM band.

I pulled this posting from a TGO post of mine, dated 11/28/2006

http://www.thirdgen.org/techboard/tbi/397926-maf-tbi-zz4-cam.html

Well I thought about posting this in with my old thread about the PCM swap, but it would not do this swap justice. Yes this is the reason I swapped to the PCM, but it is more than a simple PCM swap.

You can read about the PCM swap here.

http://www.thirdgen.org/techboard/tbi/394498-pcm-swap-16197427-a.html

Dimented24x7 really did his homework on the $0D MAF code. I was able to switch the Peanut roller cam for a ZZ4 cam and the 193 swirl ports for a pair of overly worked 081 TPI heads (1.94/1.60 valves, 240 CFM intake/ 175 CFM exhaust, 54cc chambers, milled .025"). That took care of three things at once. The sick 8.42:1 (18cc dished pistons) compression was bumped to 9.85:1, the cam is now much larger, and the ported 081s flow much better than the 193s did with only a bowl clean-up. I didn't even have to change the fuel pressure to the injectors as I was already running 30 PSI on 61 lb/hr injectors. The only changes that I made were I added timing to the PE table to go from 28* total to 34* total advance @ WOT, and richened the PE A/F ratio from 12.8:1 down to 12.3:1(from past experimenting with the same ported 081s). I have a couple of movies on YouTube showing the idle and the throttle response in an untuned state. It really only needs some minor Timing, AE, and TCC changes as well as MAF sensor table correction and correct the VE tables for backup in case the MAF sensors signal is lost.

I put 200 miles on it this morning and the thing ran great. The 0-60 has dropped from roughly 9 seconds to the mid 7s when, timed both with a stop watch. According to DD2003 and other similar combos, I went from 275 FWHP/400 FWTQ and should be making around 350 FWHP/415 FWTQ through the exhaust. That figure should jump to about 375FWHP/425 FWTQ through cut-outs. I should be solidly in the mid to low 15s AGAIN, despite the 3.07 gears.

I definately have some low-end torque loss from the cam, but it is not too bad. I am sure I will notice a big dip as soon as I hook the trailer up. I have a new pair of 3.73s to replace the ones that I chipped in the 14 bolt rear when I had the Weiand on this engine so I can get away from these 3.07s. That should more than make up for the low-end torque loss that I am experiencing. I was able to bump the shift points to 5,800 rpm, up from 4,700 rpm. Hit PE and it just flat goes now.

The Tach is not Crazy, it is YouTube's sorry quality.

http://www.youtube.com/watch?v=3Byd1ejQknU

http://www.youtube.com/watch?v=km90bzN2f6A

The injectors are VERY noisy at 30 PSI despite the composite housing around them (It is from a Caddy and they run silently from under it on a stock 4.1/4.5/4.9)
The headers are also leaking slightly due to the head swap and the fact that I have the thick, soft aluminum style gaskets that will take weekly re-torques for about a month to make them silent.

Try not to laugh too hard at my extra OIL fill cap that I found wedged up on top of the engine after losing it and put to good use.

Also forgive the extra wires out of their looms, I recently put a 125 AMP alternator in place of a 78 amp unit and had to rewire the charging circuit, as well as add in the wiring for the 2nd battery and 1500 watt power inverter (the front one is 350 Watt and I use it for my Laptop, etc)

One last thing, please forgive the 60 year old red wood fence around my back yard and beside my garage. It is really showing its age and lack of paint/ maintainence.
http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_193_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_194_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_195_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_196_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_197_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_198_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_199_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_200_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_201_full.jpg

http://memimage.cardomain.net/member_images/10/web/634000-634999/634172_202_full.jpg

[1BadZ71Tahoe]

PM me for the newest copy of this How to guide, as I don't think we can attach PDF's on here.

- B

[pfk]

I'm up and running on the MAF and I had very few problems changing over. After I installed the hardware and added the necessary wiring, I swapped my VE tables over as well as my injector constants and spark tables. When I first tried to start it up it was way too rich and pretty much would not fire up. I found one of Oldreds threads at TGO and found this info posted by dimented:

If the engine starts in speed density OK, you can use that to do the initial tune of the MAF. Speed density and MAF will diverge a bit due the fuel dynamics, but with the engine fully warmed, they will be close enough to be of use. Try this next time you go to tune it. Go in to TP and set the error 17 frequency threshold to 65535 Hz and the error 17 time threshold to 0 msecs. This will immediatly dump you into speed density. Except that unlike the MAF being unplugged, you will still have the MAF frequency in your datalog. Below the MAF frequency, the grams per second will not be the grams per second in your MAF table. Instead, it will be the calculated grams per second airflow from the speed density calcs. You can datalog this and plug the corresponding grams per second into the MAF table at the corresponding MAF frequencies

After doing this and going for a 2 mile drive, I had enough data to rough in my MAF table. I went back to the stock thresholds and it started right up (mixture was stuill a little off but running none the less) I then followed these directions to dial it in..


With a wideband, calibrating the MAF table takes about an hour or so. You drive the car at various loads while datalogging the MAF frequency and wideband O2 output. Once you have enough samples, you then multiply the airflow at each point you datalogged by the corrections you obtained from the wideband data. For example, if the engine is at 6700 Hz and your desired AFR is 14.7:1 but the wideband is reporting 16:1, you go to the entry at 6700 Hz and multiply the airflow there by 16/14.7 to obtain the true airflow. If you have enough points, youll notice that they appear to fall along an imaginary curve. This curve is actually the true calibration curve of your sensor. You then interpolate the entire MAF curve through these points (see pic below for an example). You repeat this maybe three or four times to dial it in, and thats pretty much it. So long as the sensing wires remain clean and there are no problems with the sensor, you never have to do it again. At most itll be tweaks if you decide to change something in the intake tract.


I went for another drive probably the same 2 miles and came back and looked at the log. Once again, I didn't feel like manually calculating data so I made up another spreadsheet that showed me the average AFR per frequency range (started off by every 500Hz from 4000Hz and up) I then started by dragging everything on the graph until the 4000Hz data matched my log. I went through all of the recorded points and edited them according and then averaged in the in between points. I did this one more time and my AFRs are now within +/-1 across the board with the exception of at or near idle but that was kinda to be expected.

There is still a transmission issue to contend with but for being a novice tuner, I found it alot easier to work with than SD.

I will probably move on to either the SA tables today or try my hand at the AE, haven't decided yet. I'll continue to post back with my progress.

[oldred95]

Are you getting 2nd gear only too? I find it hard to tune a MAF table with one one gear to work with.

[pfk]

Are you getting 2nd gear only too? I find it hard to tune a MAF table with one one gear to work with.

Without the TOS input I was getting 3rd gear only, I am trying the emulator again since my little incident yesterday (I sent you an email on it) and I'll know in a little while.

Most of my data for the maf table actually came from a 1st gear run. I figured since it is looking for air flow values, I needed to go through the whole rpm range. (I don't think air flow will differ by load) I believe I had air flow readings to approx 4400rpm and it gave me al I needed to work with.

[93V8S10]

How much air flow with the MAF? Or how much NA HP possible? Currently I have a dual snorkel air cleaner on my truck and hate to lose it (spent more time making it, than I care to admit). Is MAF compatible with it? What is TOS and why doesn't it work?

http://i245.photobucket.com/albums/gg67/93V8S10/CIMG3612.jpg

[pfk]

How much air flow with the MAF? Or how much NA HP possible? Currently I have a dual snorkel air cleaner on my truck and hate to lose it (spent more time making it, than I care to admit). Is MAF compatible with it? What is TOS and why doesn't it work?



I'm not quite sure what you're asking but I'll just over answer what I can.

The MAF sensor reads the amount of airflow going into the throttle body and allows the computer a more accurate way of supplying the corresponding amount of fuel. I believe oldred has a thread here somewhere about the limits of each of the sensors but if I remember right the 85mm MAF from the 5.3 or 6.0 will not have an issue dealing with the airflow capabilities of the TBI.

I don't see how you could use a MAF at the same time as dual snorkel air cleaner since the MAF itself has all of the air flowing through it.

The TOS is the Transmission Output Speed sensor. It's not working right now due to the differences of the internals of the pcm's. From the sounds of things people are presently working on some code changes that will take care of the problem.

[93V8S10]

Thanks PFK,

I realized after posting that the LS engines move a lot of air and that probably wouldn't be a problem. I'll look for that thread from OldRed.

I guess what I had in mind was using two MAF sensors, but thats ridiculous.

(Note to self: Don't drink and post.):banghead:

[pfk]

Here's a link to his thread:

Switching to MAF (http://www.fullsizechevy.com/forums/general-discussion/performance/tbi-tuning-87-95-obd-i-ecm-pcm/287158-switching-maf.html)

[pfk]

Just to try and keep the info moving in this thread, the transmission issue has been taken care of.

I kinda forget right now but I believe the 2 issues were
1) move the vss wires to F2/F3
2) uncheck Flag L400F Bit 0


The MAF code has definitely simplified getting the vehicle driving but I am still having issues nailing the AFRs down now that it shifts (First gear worked awesome) :aniteef: My problems seem to be related to my mods, not the code since nobody else is having the issues I have (or at least post about it)