Re: Off idle transistions

[Shannen Durphey <shannen@grolen.com>]

"Doctor, it hurts when I do this"
"Then don't do it."  : )
Sorry,  I couldn't help myself.  There's a reason that I told you what
tuning software allows you to adjust the constant.  It's not in
Tunercat.

If you don't want to learn to use promedit, you can edit the value
with hexedit, or hex workshop, or winhex, or some another hex editor,
then run the new file through tunercat so that the checksum is
corrected.

Didn't Terry K. say that he placed a demo of GMEPro on the ftp site? 
Might start there...
Shannen

Dominic Sorresso wrote:
> 
> I can't seem to come up with that when I use Tunercat.
> 
> Dominic
> ----- Original Message -----
> From: "Shannen Durphey" <shannen@grolen.com>
> To: <gmecm@diy-efi.org>
> Sent: Wednesday, August 16, 2000 5:30 PM
> Subject: Re: Off idle transistions
> 
> > I find it by firing up GMEPro, loading a .bin, and scrolling through
> > the fuel section to "injector constant". : )
> > This is from the ASDZ disassembly.  If you download promedit and the
> > 747 .ecu file, I think you'll be able to adjust this value without
> > using a hex editor.
> >
> > BTW, this disassembly is linked from the GMECM web page.
> > And you thought the archives were tough reading....
> > Shannen
> >
> > ;----------------------------------------------
> > ; LD2B4 Constant is used for fuel BPW when
> > ; EGR is off.
> > ;
> > ; If EGR is on, table LD324 gives a different
> > ; contstant vs Vacumm for EGR compensation
> > ;
> > ; During EGR transients the val is filtered
> > ; between the two constants for smoothing
> > ;
> > ; Values shown for 5.7l engine:
> > ;
> > ; TBI:
> > ; Val = 1461.5 * (VOL/RATE)
> > ; VOL = Vol of 1 Cylinder in liters, (0.7125l)
> > ; RATE = Injector flow in gms/sec
> > : 5.7l = 7.71 gms/sec (61.2#/HR)
> > ; (VOL/RATE) = 0.0924 l/gm/sec
> > ; LD2B4: BPW = 135
> > ;
> > ; PFI:
> > ; Val = 365.375 * (VOL/RATE)
> > ; VOL = Vol of 1 Cylinder in liters, (0.7125l)
> > ; RATE = Injector flow in gms/sec
> > : 5.7l = 1.92751 gms/sec (#/HR)
> > ; (VOL/RATE) = 0.3696 l/gm/sec
> > ; LD2B4: BPW = 135
> > ;
> > ; EC PFI:
> > ; Val = 365.375 * (VOL/RATE)
> > ; VOL = Vol of 1 Cylinder in liters, (0.7125l)
> > ; RATE = Injector flow in gms/sec
> > : 5.7l = 2.331 gms/sec (#/HR)
> > ; (VOL/RATE) = 0.3056 l/gm/sec
> > : LD2B4: BPW = 112
> > ;----------------------------------------------
> >
> >
> > gmecm@diy-efi.org wrote:
> > >
> > > Shannen,
> > >
> > > Where do you find the injector constant? I was looking through the
> tables
> > > using Tunercat and could not find
> > > the designation for that.
> > >
> > > Dominic
> > > ----- Original Message -----
> > > From: "Shannen Durphey" <shannen@grolen.com>
> > > To: <gmecm@diy-efi.org>
> > > Sent: Tuesday, August 15, 2000 6:48 PM
> > > Subject: Re: Off idle transistions
> > >
> > > > Dominic Sorresso wrote:
> > > > <snip>
> > > > > Also, cold start
> > > > > seems to be richer than necessary until it goes into CL.
> > > > >
> > > > > Dominic
> > > > Dominic, I've never seen a crossfire car that didn't run rich in OL
> > > > with the original ecm.  Most are so rich that they will foul one or
> > > > even two plugs.  It would make sense to think
> > > > TC is using the stock calibration as a base for their fuel and spark
> > > > tables.
> > > >
> > > > Regardless, when I converted my pickup xfire to 7747, I found that the
> > > > stock (7747) fuel tables for low MAP were very close, but that I've
> > > > had to add additional fuel to prevent backfire during acceleration,
> > > > when not in pe.  I started with a stock 350 cal, changed the injector
> > > > constant, and went from there.  One other thing I did was collect as
> > > > many manual trans 7747 calibrations that I could,  plugged each one
> > > > into the truck, and picked the one that idled the best.  Something
> > > > about re-inventing the wheel... From there I set the injector constant
> > > > so it matched my engine displacement and injector size, and started
> > > > driving around.  I kept track of bl and integrator #'s, and moved the
> > > > injector value a little bit more to reduce the CL corrections.  After
> > > > that, everything has been done in fuel and spark tables.
> > > >
> > > > At this point I'm wishing that I'd had springs added to the 57 spec
> > > > clutch.  She'll start to slip if I'm not careful.  It was never meant
> > > > to be this way...
> > > > Shannen
> > >
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