Leaning out high RPM

[Superdave]

dude, no offense but you really need to start over with a fresh binary file. There just is no way you'll ever have a good running car with how that file looks. Forget it even exists.

Attached is a clean BFUZ file, it's the latest 3.1 5 speed from GM. If you follow the next bit of advice, all you need to do is change the BPC to 150 and you'll already be in the ballpark. Just clean up the WOT advance, use the adder table to add some more fuel in the upper RPM's and then the rest is just fine tuning.

Also, don't forget to disable the EGR and CCP, just max out their enable temps in the constants.


I'd just get rid of those 3500 injectors and drop in some stock 3400 injectors with a regular rail. They seem to be causing you all kinds of problems, 3400 injectors are more than enough for your engine.





here are some quick pointers;

IMO, The PE commanded AFR table should be set to your real target AFR, then tune your VE tables to get you there. Others may have a differing opinion on the matter but this is how i personally tune WOT fueling. It's never failed me.

your main VE table + VE adder cannot ever equal more than 99 (@ 4K RPM you're at 99.6, after that you're well over 100).

The smoother the cell to cell transitions are, the better.

Rule of thumb is that the values in those tables should never exceed 50


Hope that helps!

[robertisaar]

The PE commanded AFR table does nothing useful at all. Ignore it.

huh?

it does noticably change BPW and the commanded AFR.

[3400-95-Modified]

huh?

it does noticably change BPW and the commanded AFR.

I was gonna say the same... Thats how I adjust my afr's at WOT in OBDII... I did not like the previous methods suggested back in the day if just scaling the maf higher, or screwing with the injector constant... It's a constant for a reason.

The only issue with using the commanded AFR tables is you have to have all the constants scaled properly... the injector and ve table for OBDI... if they are not right your commanded wont match your actual.

[Superdave]

I've tested that table on many dyno sessions as well as hundreds of of track runs, it has never made any noticeable changes.


personally I just set it to what i want the AFR's to be, then compare it to the wideband readings and do all the fueling adjustments through the VE tables.

[3400-95-Modified]

I've tested that table on many dyno sessions as well as hundreds of of track runs, it has never made any noticeable changes.


personally I just set it to what i want the AFR's to be, then compare it to the wideband readings and do all the fueling adjustments through the VE tables.

Correct, that's what I do, I match the command value to the wideband readings by scaling other tables so they are correct. Then after that if I want to richen the setup I will use either the base PE table, or the PE vs RPM vs Time table to make my adjustments.

[LZeppelin513]

dude,
I'd just get rid of those 3500 injectors and drop in some stock 3400 injectors with a regular rail. They seem to be causing you all kinds of problems, 3400 injectors are more than enough for your engine.
Hope that helps!

I have some money invested in braided lines and their routing. I would have to throw away the braided lines and start over with new lines to make 3400 rail fit. I would really like to make my set up work, it should work fine as long as the parts are good. If I cant, Ill be going to a 3400 rail.

Im leaning towards a bad FPR, hopefully I can find a problem with it and fix the leaning out.

[LZeppelin513]

Just got done testing FPR by clamping off return line at fuel tank. Primed pump and then pulled out key. Went back and checked fuel pressure, it was pegged at 100 psi and held rock solid for a few minutes until i un-clamped return line. Then, instant drop to zero. So fuel is definitely leaking past FPR down return line. Also, injectors and check valve at fuel pump must not be leaking.

At this point I am not sure if I should take apart the FPR to see if I can fix it, or just scrap it for a different FPR (and not Aeromotive).

[AleroB888]

Why is the FPR set that high? That's almost double what mine is at key-on.

[3400-95-Modified]

Why is the FPR set that high? That's almost double what mine is at key-on.

It's probably not set that high, its just the fact that he crimped the return line completely so no fuel returned to the tank... pretty much like jacking up the setting on the FPR to as high as the pump can push... And I guess thats 100PSI.

[LZeppelin513]

Fuel pressure is set at 57 psi. When the return was clamped, and pump primes, only the fuel pump ability will limit pressure. Thats why it pegged. The key is that it didn't fall back to zero when fuel pump turned off (like it would do without clamp on return line). This shows that FPR is leaking, not injectors or pump check valve.

edit: 3400-95-Modified, you beat me to it.

[LZeppelin513]

anybody have any recommendations for FPR? If I cant fix mine I think I will get a new one.

[AleroB888]

OK, thanks, That threw me off, as I never tried clamping the return, and my Walbro-type pump from Racetronix has no check valve. At one time I installed an in-line check valve from Earl's, but it bled off pressure quickly once it warmed up.

[robertisaar]

I've tested that table on many dyno sessions as well as hundreds of of track runs, it has never made any noticeable changes.

i've swapped through calibrations on the bench and there is an expected change in BPW and target AFR when swapping between the two. i don't see any reason why it wouldn't effect real-life fueling as well.

[LZeppelin513]

i've swapped through calibrations on the bench and there is an expected change in BPW and target AFR when swapping between the two. i don't see any reason why it wouldn't effect real-life fueling as well.

I was able to adjust actual AFR significantly with the "PE RPM vs AFR" table. In my case, I just couldn't get enough fuel no matter what at 5000 rpms up.

Update:

Its fixed! I took apart the FPR and the ball plug was not aligned with its seat. I realigned it, put it together and now I hold a solid 12 AFR to 5000 RPMs. I havent gone higher than yet because I need to tune more but overall I am pleased. Cheap and easy fix Also pressure holds better but still not perfect. Takes about 10 sec to drop from 57 psi to 5 psi and then holds for a while there. I wont be buying Aeromotive FPR again but hopefully this one works for a while. In case anyone is interested in buying a FPR, I have been researching all day and it looks like Fuelab makes a quality regulator: http://fuelab.com/fuel-pressure-regulators I'll probably eventually end up getting one.

I here is the run to 5000 RPM (on pg 5)

https://docs.google.com/open?id=0B5PFNNInFEsbRXVCenFBQnlEdFU

[Superdave]

Correct, that's what I do, I match the command value to the wideband readings by scaling other tables so they are correct. Then after that if I want to richen the setup I will use either the base PE table, or the PE vs RPM vs Time table to make my adjustments.

I just decided to stop messing with the PE AFR table long ago. While I guess it could modify the delivered IPW in PE mode, the idea of telling a narrow band system to run a specific AFR seemed pointless. In the OP's case his VE tables add up to like 110 in some spots so there is no way that it would make any difference.





anyways, OP.. good luck with your tuning!