EllowViper
Enthusiast
This will take awhile so be patient and I shouldn't type this after a crappy day. I love my ROE system. I started tuning my ROE system with my LC-1 wired into my VEC. My gauge works great. Now to do data logging I need to configure my VEC to recognize the LC-1 input or program my LC-1 via LogWorks to dump the right signal to the VEC. I have the LC-1 feeding a 0-5v signal into Slave #2 which is OK..but a 0-5v signal in and of itself does nothing for me...I NEED IT TRANSLATED INTO AFR%. For the life of me I don't know why the VEC or LC-1 install guide doesn't highlight this solution right up front. From the LC-1 manual: 0V = 7.35 AFR and 5V = 22.39 so how do I tell the VEC this is the linear translation? I do not like bothering Sean with this simple stuff, but if that's what it take...so be it.
Also, I noticed my 5lb pully is boosting 8lbs +/-. My gauge and MAP data logs show this too. I boost right to 5 lb at WOT and then it creeps up to 7 lbs and then to 8 lbs at 4500+ RPM. Hang in there 'ol Creampuff!!!
Finally, when I was messing with my fuel load vs. RPM tables trying to dial in the AFR (via the gauge) , I was wondering when the transition from closed loop to open loop occurs in reference to the load (MAP) tables? I ASSUME at 0 MAP or somewhere near 0 since the PCM would think its at WOT regardless of the TPS. Obviously if the TPS is over 80% I'm into open loop, but that is easy to visualize. Yes, one can get 0 MAP at under 80% TPS with the blower. So the question comes to mind is what takes priority in determining closed vs. open loop...the Load tables/MAP or TPS...or am I just all gooned up about this? What I'm attempting to resolve are the fuel requirements from stop to cruise to mild accelleration under some boost but below 80% TPS. I suspect I'm into open loop at this point and the boost/RPM offsets are running things vice the adaptives. In my opinion, the adaptives would rarely be a factor unless you are just idiling or steady crusing at vacuum/decellerating. Anything invloving boost would be open loop. WOT is pretty straightforward. HELP
Also, I noticed my 5lb pully is boosting 8lbs +/-. My gauge and MAP data logs show this too. I boost right to 5 lb at WOT and then it creeps up to 7 lbs and then to 8 lbs at 4500+ RPM. Hang in there 'ol Creampuff!!!
Finally, when I was messing with my fuel load vs. RPM tables trying to dial in the AFR (via the gauge) , I was wondering when the transition from closed loop to open loop occurs in reference to the load (MAP) tables? I ASSUME at 0 MAP or somewhere near 0 since the PCM would think its at WOT regardless of the TPS. Obviously if the TPS is over 80% I'm into open loop, but that is easy to visualize. Yes, one can get 0 MAP at under 80% TPS with the blower. So the question comes to mind is what takes priority in determining closed vs. open loop...the Load tables/MAP or TPS...or am I just all gooned up about this? What I'm attempting to resolve are the fuel requirements from stop to cruise to mild accelleration under some boost but below 80% TPS. I suspect I'm into open loop at this point and the boost/RPM offsets are running things vice the adaptives. In my opinion, the adaptives would rarely be a factor unless you are just idiling or steady crusing at vacuum/decellerating. Anything invloving boost would be open loop. WOT is pretty straightforward. HELP