TPS vs MAP AE 7427 $0E

**PlayingWithTBI** · 03-08-2019

Nice, are you going to put your new marine intake on this setup?

**Fast355** · 03-08-2019

Originally Posted by PlayingWithTBI

Nice, are you going to put your new marine intake on this setup?

That is my plan. Will have the intake ported first.

**Fast355** · 03-09-2019

Will also say I was working on an 0411 running a stock long block LQ4 6.0L with an Edelbrock Proflow intake, stock manifolds and 3" dual exhaust in a 1971 Chevelle last night. Cruising around with the stock timing map it was running 48-50* of advance at 2,500 rpm @ 70 mph and that car gets about 25 mpg highway. Pretty impressive for a big car with a 4L80E and 4.10s. That was closed loop with the VE and MAF tables calibrated to a point the fuel trims were staying within +1 and -2%. It had been running a bit rich in the -10 to -15% range. After tuning it smoothed out and just flat ran great.

**CDeeZ** · 03-10-2019

I have been increasing the Delta TPS and MAP AE tables by 10, 20 or 30%. No matter what I do, it still lean pops. Increasing the AE seems to help. But, by the time it's enough AE to reduce some of the lean popping, then this seems to cause it to be very rich on throttle tip in....

The VE map does need work, but every cell logged with the wideband shows an AFR of 12.5 or less. Nothing leaner than that. So if anything the VE table should be on the rich side and not causing this lean pop when you smack the throttle open?

I have thought that maybe I should return to stock AE settings and go do some logs, trying to make note of what TPS or MAP the lean pop is occuring. Just progressively smacking the throttle down more and more until it lean pops. Then from that point in TPS or MAP onwards is where the most AE needs to be added???? Raising the whole talbes is causing it to be rich on tip in.

What to do at this point?

I also wondered about lowering the flow rate a tad, making it more rich everywhere? Then just reshape the VE as necessary once that point arrives.

**1project2many** · 03-10-2019

I can't remember... did you increase the max asynch PW yet? This value limits maximum AE even if the tables command more.

**CDeeZ** · 03-11-2019

Originally Posted by 1project2many

I can't remember... did you increase the max asynch PW yet? This value limits maximum AE even if the tables command more.

It is at the stock value of 12 msec. Think it should be changed? If so, to what?

**1project2many** · 03-11-2019

I usually end up increasing this value. The amount will depend on injector size, plenum size, fuel pressure, and engine responsiveness. Maybe try 14 ms? Back down if the engine is too sluggish.

**Fast355** · 03-11-2019

It would be helpful to know what your pulsewidth is during AE now.

IIRC 12.5 msec is all the time you have between injector pulses in Asynch. 12.5 msec would be 100% duty cycle. I doubt you are coming close to 12.5 msec during AE. MAP and TPS AE added together would have to have a value of 12,000 usec to max that out.

Screen shot your TPS/MAP AE and multiplier tables and post it up.