New 345 SV engine data

[Craig]

Ok I set the timing back to 0 ( 20 degrees when wire connected) and the fuel pressure is at 12 psi. It looked a bit Rich. Here my logged data from driving to work (20 miles)
I then ran the aldltobin program and then manual smoothed the fuel table and created craig2a.bin

my numbering scheme is a number and the letter "a" after I manual adjust the fuel tables. The prom number will be 21 file #2 manually adjusted fuel 1 have to have some way to keep them straight in my head.

Bill hows it look?

Here is the fuel after the aldltobin

Here is my manually adjusted table.

Just to update everyone with out reading 7 pages. Here is my calulated bpw, and chip is set to 135
I added in the .030 for being bored out and that brings it up to 132.1

 

[71 Scout 2]

Craig,
nothing to add to your tuning post. Just a comment on your injector sizing calculator.
Your listed bsfc is low for an IH sv. Honestly stock is close to .600 and even with a nice build (custom parts) and good parts combo you'll be lucky to get close to .500. Typically for a warmed up IH sv with off the shelf parts .550 bsfc is safe for a starting point.
Heck even modern engines with decades of advancements have a difficult time getting a bsfc below .500, most are probably close to .550.

 

[Craig]

Wow that lowers the supported hp down to 187, guess I should not have sold Jeff my 454 setup

it runs ok with the new chip craig2a, but take off is still a bit rough, stumbles at bit, does ok once up to speed. Yes very big tires 38"

 

[Craig]

Logged a bit more data on the way home. Ran the aldltobin program and then manually adjusted the fuel table

also adjusted the bpw down from 135 to 132 per the injector calculator.

The log files are what I used to create craig3a.bin

 

[Craig]

Well just a couple days into this and I can see why louis told me to get an emulator. The setup I have works great for getting the blm's setup, but when it comes to timing, making changes on the fly would be way faster. I like bills idea of running it on a dyno. I can burn a new prom in seconds now
I need to repair my driveline, so it will be a couple days before I can post new data. I also learned that when running at higher altitudes I can add more timing, so I might end up with two bin's when done. One for above 6,000 and one for below.

 

[Bill USN-1]

I also learned that when running at higher altitudes I can add more timing, so I might end up with two bin's when done. One for above 6,000 and one for below.

About 1 degree for each 1000ft.
But I wouldn't make 2 chips.
Just bump the distr up before you ascend in elevation.
Then set it back as you come down.

 

[Craig]

My 3a run and had zero knocks. Since I made a change to pw I had a couple over 128. Ran aldltobin to correct those.

I did a little smoothing manually of the spark table and bump all the cells by 4. Then burned a chip with the timing changes craig4i.bin ( "I' for ignition timing) hope to get that testing Monday

 

[Craig]

Decided I could not wait, so I drove the Scout to work

I had a couple knocks in the 2400 rpm range in the 85 and 90 map. So I ran the aldltobin and made a couple changes to the timing.

A picture is worth a 1000's words

 

[Craig]

Drove around at lunch and log about an hour of data. Mostly street driving up and down some hills. Where I live it's pancake flat, but here at work were just starting in the foothills.

When I take off up a hill it flutters a bit, level ground is fine. So I bump the timing in the middle of the table, by 1. Will test it out on the drive home. It's seems to running good, but can tell it need a might more adjustments.

you want the timing that yields the least amount of tps and map for a given rpm. Ok that might be true, but you need to run the same route in the same direction to get those numbers. I have just been looking at the knock counter.

It would be nice to have an integrated dash with all this stuff on the dash board and not on the pass seat trying to see the rpm, tps, map while driving is not easy as your eyes are not on the road.

 

[Craig]

Ok I put on some 32" tires to see how it drives with some smaller rubber. ( needed to get an alignment anyways) it's drives nice and runs real good.

Cold starting the engine starts up fine, but has some slight misses I can feel, but once it been running a minute or two clears up and runs smooth.

edit.. open loop ar fuel ratio vs coolant temp.:this cold engine afr vs. Coolant temperature table is used to control engine afr after crank and prior to the ECM going into “closed loop” operation.

Acceleration from 1600-2400 needs improvement. When taking off at a light and running in the 75+ map column the engine feels like it needs something. Once it up to 2500 or so its runs very strong. I bump the the timing up until I got some pings and have been bringing that back down. Table below looks a bit different than the ones of bills I have seen.

I could bump the pe up to like 80% to see what the blm really look like in those cell areas. Or the pe need to be tweaked a bit for lower rpm's

edit... found a post On the 3rd gen by rbob. "so if it starts to chug a little on opening throttle will need to lower the ae." A bit out of context as they were adjusting fuel pressure and pcb. I need to adjust my tps as I set it closer to .6 volts so it shows up as 1.7 % or so on aldl. I will set that closer to .54 or 0% which will have the net affect of lowering the ae. ( accelerator enrichment.) the o2 has been showing Rich too. If the tps adjustment does not help enough, I try lowering the ae
table definitions, also called accelerator enrichment.
Pump shot vs. Differential tps
table of injector pulse width times vs. Differential %tps. This function is similar to the accelerator pump shot of a carburetor

pump shot vs. Differential map
table of injector pulse width times vs. Differential map this function is similar to the accelerator pump shot of a carburetor.

Also folling this thread to dispaly the timing vale in the prom id field