| Re: How true is it when they say at WOT the Corvette goes into Open Loop? |
Subject: Re: How true is it when they say at WOT the Corvette goes into Open Loop? by mseven on 2009/8/9 21:54:05 Quote: wonderful insight.... would it not that the maximum airflow vs. rpm must be adjusted for an engine with greater ability to move air. and I should max it out to a 255 default providing it with a greater range sensitivity. And conversely with stock ceilings per rpm assigned, this can fool the maf into thinking X amount of air is moved vs. the correct albeit more volume of air is actually moved, henceforth creating a lean condition, I have used this table primarily for c.l. tuning below 4000. Raisng the air flow in any particular RPM in this table will have the effect of richening. Typically I look at everything above 4000-4500 being pe., therfor from 4k and up I set to 255. For PE if I can't add enough(or subtract)using the 'PE vs RPM' table, I will use add on tables such as : 'PE vs.temp' add-on (which when adding fuel percentage will also reduce inj.dc) and also 'ae factor vs change in load', as part of a base tune. TPS postion, is a part of it but I look at were it actually entered (specific rpm vs.load), and go from there. First I tune C.L. with pe disengaged which allows me to tune higher rpm and deeper into the load range. Once I have the blm/afr locked (not moving and very little int. change)across the board I begin tuning PE (using a afr meter). This has given me pretty consistant results entering pe at various rpm, load ranges. I have found there to be no problem attaining a good cl tune as well as a solid wot tune in typical 383 and 350 set-ups. I believe the need for additional AF grams above 255 would become needed if using a FI/blown set-up or possibly a high rpm real fire breather. Pat (tequilla boy) has been using a ford maf which I believe provides 300+ grams. |
