|
Tables:
Block Learn
|
BLM Cell Boundaries:
BLM Cell
Boundaries MAP: |
 |
[Top]
Crank Fuel &
Pulse
Crank Fuel Delivery Delay vs. MAT:
Crank Pulse
Mult. Vs. Ref Pulses 1-24:
Crank Pulse
Width Vs. Temp.:
EGR Duty Cycle
EGR Duty Cycle Mult. Vs. Temp.:
EGR Duty
Cycle RPM Vs. MAP:
Enrich Accel &
Power
Enrich
Accel Delta MAP Enable Vs. TPS: The amount
of TPS required to allow for a delta MAP AE event to occur. If the
TPS isn't exceeding the amount in the table MAP AE will not occur.
This specifies how much of a MAP delta change there has to be for
the AE event to occur vs. TPS. The TPS delta is fixed but the KPA
change can be modified.
Enrich
Accel Delta MAP Factor Mult. Vs. TPS: The amount
of AE that is calculated for a state change in TPS. If the TPS
change X amount the multiplier will factor in and provide more AE
shot if its value is increased. Recoding the value decreases TPS
delta AE being added.
Enrich Accel Delta MAP Pulse Width Decay Factor Vs. Temp.:
Adjusts the slope or decrease in the actual Pump
shot. This controls the slope of decrease vs. coolant temp. over a
period of time. Do all tuning hot.
Enrich Accel Delta MAP Pulse Width Mult. Vs. Delta MAP:
Increasing the values add AE pulse width when the MAP
goes delta. When a sudden load change occurs the BPW the ECM is
computing will be multiplied by this number and added to the final
PW to deliver the final AE enriched PW.
Enrich Accel Delta MAP Pulse Width Mult. Vs.
Temp.: The table is works like the TPS clamp. It
fixes load changes when the engine is cold. Do all AE tuning when at
running temperature and work backwards to cold.
Enrich Accel Delta TPS Factor Vs. Ref. Pulse:
The base PW it takes from the current PW to arrive at a value to
divide for the rest of the AE functions. If the AE tables are maxed
these values need to be increased.
Enrich Accel Delta TPS Mult vs. Delta TPS: Try
increasing the values to add AE to a delta tps change. Then try
decreasing the decay values.
Enrich Accel Delta TPS Pulse Width Factor Vs. Temp.:
Increasing these values increases AE at various
engine temps. Use this to correct for a rich or lean Tip in issue
when hot or cold. Do all AE tuning hot so you can scale up or down
the cold values. The curve tends to be somewhat linear.
Enrich Power Change to AFR Vs. RPM:
The percent change to AFR when in power enrichment
mode. The values from this table and the PE Change To AFR Vs. RPM
are summed to arrive at the final Power Enrichment Fuel/Air ratio.
The resulting AFR can be calculated as follows: PE AFR = 14.7 / (1 +
%Change vs. Cool/100 + %Change vs RPM/100) For the selected RPM,
suppose the percent change to AFR from the RPM table is = - 5.1 and
the percent change to AFR from the COOLANT table at the selected
coolant temperature is = 22.7, then the approximate Power Enrichment
AFR would be: 14.7 / (1 -0.051+.227) = 12.5:1 AFR
Enrich Power Change to AFR Vs. Temp.: The
percent change to AFR when in power enrichment mode. The values from
this table and the PE Change To AFR Vs. RPM are summed to arrive at
the final Power Enrichment Fuel/Air ratio. The resulting AFR can be
calculated as follows: PE AFR = 14.7 / (1 + %Change vs. Cool/100 +
%Change vs. RPM/100) For the selected RPM, suppose the percent
change to AFR from the RPM table is = - 5.1 and the percent change
to AFR from the COOLANT table at the selected coolant temperature is
= 22.7, then the approximate Power Enrichment AFR would be: 14.7 /
(1 -0.051+.227) = 12.5:1 AFR
Enrich Power Enable % TPS: The percent
throttle position to enable power enrichment mode.
Enrich Power Enable When Hot: The throttle
position to enable power enrichment when the coolant temperature is
above the value specified.
Enrich Power Spark Advance Vs. RPM:
Spark advance added to spark advance in
power enrichment mode. This advance is added to
the amount shown on the main spark table.
Generally,
this function is not used and spark advance simply
accounted for in the main table.
|
Enrich Startup Vs. Temp.:
 |
Fuel Cut
Off Enable % TPS:
[Top]
Highway Mode
Highway
Mode AFR vs. MAP: Highway fuel mode target AFR.
Highway Mode Spark Advance vs. MAP:
The spark advance in degrees that is
added to the spark advance when in Highway Spark Mode.
This advance is added to the amount shown on the main
spark table. Generally, this function is not used
and spark advance simply accounted for in the main
table. |
 |
[Top]
IAC Controls
IAC Idle Steps vs. Temp.: The predicted
adjustment to the IAC to maintain the target idle RPM.
IAC Throttle Follower Vs. MPH: Added per
8d Throttle follower and S_AUJP version 2 where all values were
zeroed out.
IAC Warm Park Position Vs. Temp.:
Idle Speed &
Spark
These tables are used in conjunction
with the table "Spark Advance Closed Throttle Vs. RPM" in
idle situations only. Basically, they are correction tables
used to trim engine RPM instead of using massive IAC movement. You
are probably all familiar that if your car is running and you
advance your timing, your engine speed can increase (until it gets
normalized again acc’d to the desired RPM). Typically, changes
to the MAP tables are not required, but sometimes tweaking the RPM
Error tables can be beneficial.
Thirdgen.org - Thread ID = 239151
Idle Engine Speed Vs. Temp.:
Idle Spark Advance Mult. Vs. MAP:
Idle Spark Advance Vs. RPM Error:
Idle Spark Advance Retard Mult. vs. MAP:
Idle Spark Advance Retard Vs. RPM: |
 |
Injector Pulse
Width
|
Injector Pulse Width Correction Vs. Battery Voltage:
Correction values that are applied to the injector
pulse width as a function of battery voltage. This is used to
correct for the delay response time of the fuel injector.
Injector Pulse Width Low Offset Vs. Base Pulse Width:
|
 |
[Top]
Knock Controls
Knock Attack Rate vs. RPM:
The rate at which spark advance is removed when knock is detected.
Knock Recovery Rate vs. RPM: The rate at which
spark advance is restored after being removed due to knock.
Knock Retard In Power Enrich Max.: The spark
retard maximum limits that may be applied if knock is detected when
in power enrichment mode.
Knock Retard Not In Power Enrich Max.: The
spark retard maximum limits that may be applied if knock is detected
when not in power enrichment mode.
[Top]
Loop Open %
Change
Loop Open % Change AFR Vs. MAP:
The percent change that is applied to the
target AFR when in open loop.
Loop Open % Change AFR Vs. Temp.:
The percent change that is
applied to the target AFR when in open loop. |
 |
Low Octane Retard
Low Octane Knock Retard Mult. Vs. MAP:
Low Octane Knock Retard Mult. Vs. RPM: |
 |
[Top]
MAT Adjustments
Tuning for Weather Changes and Relocated MAT Sensor
MAT Compensation Counts Vs. MAT:
MAT Inverse Term Lookup Delta Mult. Vs. Airflow: |
 |
[Top]
O2 Rich/Lean Upper Zero Reference Error Slow Vs. MAP:
[Top]
Spark Advance (SA)
Thirdgen.org - Thread ID = 263150
The main SA timing table is a
"WYSIWYG" (What you see is what you get). If you have 26.02* in that
table then the ECM will advance the timing whatever is necessary
PAST the base constant to achieve 26.02*. In its stock form,
the amount of timing at 4800 RPM & 100 kPa is 26.02. Since the
stock base timing constant is set at 6.02*, the computer is adding
20.00* to achieve the desired 26.02* total timing. This is why
it is so important to keep your base timing constant and
actual/physical base timing as set with the EST disconnected the
same. However, there are a number of other SA variables that
must be considered Total Spark Advance (TSA) and tuning for optimum
performance. The constant "Spark Advance Max." will limit the
total timing, regardless of the calculation defined below. But
prior to that limit, the following formula rules:
Total Spark Advance (TSA) =
[Main SA (incl. base)] + [Power Enrichment SA] + [Highway Mode SA]
+/- [Spark Advance Temp. Correction] + [Spark Advance Startup] -
[Knock Retard].
The spark advance table "Spark Advance Closed Throttle Vs. RPM"
overrides the above calculation when the throttle is in the closed
position.
Spark Advance Main: The Main spark table as a
function of manifold pressure and RPM from idle to 4800 RPM.
Spark Advance Main Extended:
The Main spark table as a function of manifold
pressure and RPM from 4800 RPM up
|
Spark Advance Closed Throttle Vs. RPM:
This is the amount of spark advance
used when the throttle is closed. It overrides the main SA
table and also includes the base timing. Therefore, in stock
form, if your throttle is closed and you are idling at 650 RPM, the
computer will deliver 20.04* of spark advance, including the base
timing. So if your base timing is set at 6.04*, the computer
will add 14.00* to achieve the 20.04*.
However, this target SA is adjusted
by the values listed in the Idle Spark
Advance/Retard correction tables.
Spark Advance Startup vs. Temp.:
This SA is added after an engine startup. It then
decays at a rate defined in other parameters such as the constant
"Spark Advance Decay Rate Startup". The amount of spark added
is based on coolant temp at startup, and is added to either the TSA
or the "Spark Advance Closed Throttle vs. RPM". The
constant "Spark Advance Cold Disable Temp." will define the upper
limit that startup SA will be added to any timing calculation.
|
 |
Spark Advance Temp. Correction Vs. Load Vs. Temp.: This is one variable that is added to or subtracted from the main SA
calculation. It works in conjunction with the constant -
"Spark Advance Base Temp. Correction Table Bias". It is the
table entry minus the bias value. Therefore, if you do not
want any SA correction at a various load and temperature point, your
table entry should match the bias entry. So if the table value
is 26.02* and the bias value is 20.04*, then the amount of timing
added the SA calculation would be 6*. If you wanted to
subtract SA at a particular point, the table entry should be less
than the bias entry.
Spark Latency Correction:
This corrects the timing based on the A/C alternator
effect of the pickup/ reluctor. This is something that will
not require change, unless a change to a different type of
triggering device for the ignition is made.
TCC Controls
TCC Lock 3rd Gear %TPS Vs. Vehicle Speed
TCC Unlock 3rd Gear %TPS Vs. Vehicle Speed
TCC Lock 4th Gear %TPS Vs. Vehicle Speed
TCC Unlock 4th Gear %TPS Vs. Vehicle Speed
[Top]
VE Tables
Volumetric Efficency Lower Table
Volumetric Efficency Upper Table Original to 5600 RPM
Volumetric Efficency Upper Table Extended to 6400 RPM
[Top]
|