EFIDynoTuning Forum

Hi all. I'm still working with the tune Michael started for me. In an effort to get the idle to behave, he adjusted injector offset and slope. I'm now working on dialing in fuel. I've got the VE table cells for high rpm and load at 99.90 and some still need another 15% fuel. I'm wondering what will happen if I put a value greater than 100 in those cells? Will that work or is the ECU not capable of reading values greater than 100?

Yes, I realize the better answer is adjust injector slope, but this is the first tune I've worked with that is actually pretty driveable since starting this process 2 years ago. So I'd like to just get the fuel dialed in and actually get some use out of the truck.

I suspect the issues with the earlier tune attempts were the old XDFs and the fuel transient scalar that efloth also had issues with. But again, I'm close enough now and really ready to be done with this thing.

pcwizzy37 wrote: ↑2024 Mar 12, 14:29 Use a 2005-2008 V10 2v PCM from a van, older and it's EEC-V, newer and it uses a different CAN bus protocol.

Are you saying an 05-08 van PCM is both EEC-V and CAN bus? Does the CAN protocol match the 07 town car? Finally, does it have a cable or electronic throttle?

I thought the vans all had 4 spds until they finally got the 6R around 10 years ago.

If 408 inches aren't enough, there's always the 460/521/545 inch bolt-in option. 😉

I was working with sub2 some more. I need to change spark tables since my combustion chambers are unshrouded and polished and thus need a lot more timing than the stock fast-burn shrouded chambers. There appears to be some sort of addressing glitch with some of the ignition data. One issue is that the Y scaling table (FN071) for the main spark table FN2300A and MPG spark table (FN1126) doesn't work. If you change the values in FN071, it just populates the Y axis of FN2300A with 2.000s. Besides that, the FN2230 and FN2225 tables won't save changes - you can change values and hit save but if you open the table again it has the old values.

Maybe the xdf needs more work?

That makes more sense.

How do I go about changing the address in the xdf? It's under the xdf tab I assume? And then what exactly is the address? bc7d is not the actual address, right? (a few posts ago you mentioned the address was ca0f, at least in SUB2, although the SUB2 xdf shows the address as bc7e) What exactly do I update?

Why would setting EGR type to 1 help? Type 1 is for dpfe. These old trucks all had sonic systems.

Also, my old tunes were all on the previous version of the A1C xdf, so they all had the wrong address, bc7e. That value was set to 1 in those tunes, I'm wondering if that caused the idle issues since the I6 trucks don't have a psps.

Ok, so set the EGR type switch to 0 side that's the stock SUB2 value and then unplug the connector and datalog away.

Just out of curiosity, the other thread said bc7e was actually for pspshp. What exactly is pspshp? I can't find it in the list of parameters. I'm wondering if the EGR type switch address being wrong was what was causing all the goofy idle issues in the previous tunes I've been running?

Then one more question. In my premium member tune, Decipha had the base spark table cranked way up, maxing out at 48 degrees at 4000 rpm and max load. The stock SUB2 table maxes out at 28 degrees and even cuts to 16 degrees on the highest load line of the table. I guess I'll start with the SUB2 value since that should be safe, but Decipha's tune never knocked, so I'm probably going to want to look at adding more timing. On the other hand, 48 degrees seems like an awful lot. For reference, I've got the engine set up with the fast burn efi head ~70 cc wedge/bathtub chambers de-shrouded around the valves, polished to a shine, and dished pistons zero-decked for a static compression ratio of about 8.8:1. Cam is a 264/222 single pattern, 110 lsa, .480 lift, solid flat tappet. No doubt I need more timing than the stock 28 degrees but 48 seems excessive. I'm wondering if there were a bunch of multipliers involved that kept it from ever getting that high.

Ok, hopefully one final question.

I have a wideband wired into the EGR pin on the ECU so as to enable data logging it. Thus, I changed EGR type switch value to "2". Is this correct? I saw some discussion in other threads that the address was wrong in the last version of A1C. Obviously this is a different strategy and xdf, but I wanted to verify setting that switch to 2 and data logging the wideband will work. Anyone verified this yet?

I'm using the xdf you posted dated 6-8-2023 back on page 5

This is the stock iron crank? Worse case letting it wear in is it eats the crank. Which could eventually lead to losing the entire rotating assembly I guess.

Did you measure clearance on the thrust bearing during assembly?