I never had to mess with those settings in my 3 bar SD '411 running my 75MM LQ4... 8 PSI boost. I decapped the stock truck injectors and slapped 75 in the entire IFR table. The only other thing I really had to change was the Min Injector Pulse and Short Pulse Adder. Ended up dropping these considerably in order to allow the decapped injectors to idle without being stupid rich. Throttle response has always been good on this one. The farther you press the skinny pedal, the more likely you are to break loose and start drifting towards the ditch. It's always the ditch on the RIGHT hand side. Maybe with decapped injectors and a compressor the LS AE isn't as sensitive as compared to a wet manifold system like TBI? The decaps turn the finely atomized mist into a stream like a faucet... People warned me that because of this, idle and low speed drive ability would not be good. Of course, this turned out to be bullshit.
Yes, that seems to be the same thing my TBI is experiencing. It seems to like more MAP AE like you said. Climbing hills is when this is most noticeable on this TBI truck.
No, when it was 10:1 is when you just lightly tip into the throttle pulling away from a stop sign. When it was lean popping I could see on the WB gauge itself that it was in fact a lean spike. Two different issues. Confirmed the lean spike by looking at logs. I remember Dewey posting on TGO about having the same issue here, he added TPS and MAP AE incrementally in order to cure a lean pop when jamming the throttle open. Only to find that he ended up with too much TPS AE which caused a similar issue to mine where it would go way rich on light throttle.
Do you think the heads linked above would respond well to more timing? I was thinking if anything it would be the other way around since I would assume these Trick Flow aluminum heads would be more efficient than the old swirlports? Either way, you got me thinkin'. Maybe some more timing is in order here.
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