Are you using your AFR spark correction table or not? please discuss
11-30-2006, 11:41 AM
#1
Are you using your AFR spark correction table or not? please discuss
I've found that most people don't use it. They just set the main table and zero out the afr table. (mine is zeroed)
Can anyone see an advantage to using the AFR table over not using it?
I haven't checked too closely, but my timing table is fairly aggressive, and I get a touch (1-2*) of KR at part throttle/midrange sometimes, but not when I'm WOT.
Maybe this is a sign that the AFR table could be helpful.
Can anyone see an advantage to using the AFR table over not using it?
I haven't checked too closely, but my timing table is fairly aggressive, and I get a touch (1-2*) of KR at part throttle/midrange sometimes, but not when I'm WOT.
Maybe this is a sign that the AFR table could be helpful.
11-30-2006, 03:46 PM
#3
I believe dc_justin was using this modifier with some success. I meant to ask him about the lean cruise thing though. His concept though was just as you are describing Moddo. But KySil is right, I thought any Lean Cruise tables are ignored in non-holden stuff.
11-30-2006, 05:05 PM
#5
Originally Posted by Black02SS
You are correct LC isn't available on any US vehicles as it is physically turned off in the file itself regardless of what we set the tables to.
Wouldn't it help MPG on the hwy and be less pollution?
11-30-2006, 05:07 PM
#6
The AFR Correction table adjusts timing based on commanded AFR.
I know the 'HELP' only mentions Lean Cruise, but that's not it's only function.
If you look at the chart, it includes values greater than 1.00 (PE mode)
I have verified added timing when this table is enabled when the truck goes into PE.
Anyone using it to enhance performance?
I know the 'HELP' only mentions Lean Cruise, but that's not it's only function.
If you look at the chart, it includes values greater than 1.00 (PE mode)
I have verified added timing when this table is enabled when the truck goes into PE.
Anyone using it to enhance performance?
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11-30-2006, 06:38 PM
#8
Yes, I use it religiously.
Since PE mode is enabled by MAP and Throttle Position, and not directly linked to airmass, I prefer to keep the higher load regions of the high octane spark table a bit on the lower side (generally from 0.56+ on a 5.3L) and add the timing back in through the correction table. That way when it's a bit colder out, or your driving style is different than normal and you manage to hit these cells in closed loop you won't get the knock that you would see otherwise.
Total timing ends up the same at heavy throttle while part throttle acceleration is not noticably altered and the overall number of kr spikes are reduced in most vehicles I'm working on.
Since PE mode is enabled by MAP and Throttle Position, and not directly linked to airmass, I prefer to keep the higher load regions of the high octane spark table a bit on the lower side (generally from 0.56+ on a 5.3L) and add the timing back in through the correction table. That way when it's a bit colder out, or your driving style is different than normal and you manage to hit these cells in closed loop you won't get the knock that you would see otherwise.
Total timing ends up the same at heavy throttle while part throttle acceleration is not noticably altered and the overall number of kr spikes are reduced in most vehicles I'm working on.
11-30-2006, 07:36 PM
#10
Originally Posted by KySilverado
Welp, another thing to that would probably be a useful tool to use in my tuning goals but as with most I basically don't have a clue how to work it. 
I forgot our conversation on that justin, it's all coming back to me, I was drinking
... And there you go moddoo, how's that for an answer?