Gary Lewis

Looks good! And now you can keep that puppy cool.

Those things are really hard to find. Hopefully Bill's contact can help you.

John - Glad the gun and lube works for you. I think I'd like to go that way - some day. On that LockNLube version, I'm a bit confused. Here's what the Amazon site says for how it works, with the highlighting mine.

I think these changes worked, although there is still room for improvement. The route I'm testing on, which is just west of Skiatook on HW20, has a very steep and long hill about a mile out of town. In fact, in profile it probably looks just like the yellow LOAD trace in the snippet below. You can see that we went O/L about 1/4 of the way across, but what is interesting is that this time the desired AFR doesn't just go down to 12.35 and stay there like it did before. Instead, as the load eases a bit it comes back into the 13's. In fact, actual AFR got to a high of 13.7 during that time. So we are getting some tempering of the enrichment that should help in my quest for reasonable MPG.

I can't remember the brand I have, but I bought them used and made brackets for them. (And then remade the brackets again after Colorado.) I really like them, but I can't recommend them due to the need to make brackets.

Thanks, Bill. I'm running Regular, meaning 87 octane, and so far no pinging has been noticed - even by Janey and her ears are better than mine. Yes, the 460 has grunt! And I think with the changes we are discussing 14 MPG is within reach.

Bill - The only thing I can see is the Engine Load Spark Adder table, and it is a table of all 0's. So it doesn't look like the spark is being changed based on load. As for going from O/L to C/L, the table "Open Loop Base off RPM C" appears to be the one that determines that. And in this case the numbers on the left are mine, which are stock YER2, and the ones on the left are your Truck ECU 032614. So here's my thinking: I want to be able to run a true 70 MPH in closed loop on most hills at 14.6:1 AFR. That's just shy of 2000 RPM and this engine seems to be able to do that - with ease. So I'll change 2000 RPM to 70% in the above table and drop down smoothly after that point. And I'll change the AFR table as shown below, which is your table with those two mods. Thoughts?

I wrote the tune in with the "Base O/L Fuel Table Stabilized" in it that is shown above, which is basically Bill's, and then took the truck for a drive. And after studying the log, particularly the section shown below, I think I'm learning a few things. First, the system is going from closed loop to open loop, and back, at some throttle position or load setting, or combination thereof. The reddish square wave indicates that, and when it is high it is in O/L and when it is low it is in C/L. And notice that the white LAMBSE2 trace, which is the AFR the system wants, goes flat when the system goes into open loop mode - there's no use of the O2 sensors to control the AFR. Second, when it goes into open loop it does use the Base O/L Fuel Table Stabilized values, but not quite in the way I expected. As shown, when LOAD exceeded 65% the desired AFR went from 14.64 down eventually to 12.35. And as soon as LOAD drops below 65% the desired AFR comes back to 14.64. In other words, the percent row is the upper limit for that value, not the lower limit. If I can figure out where that parameter or table is that is taking it into O/L I might change that point. However, the system really does a pretty good job of keeping the actual AFR at the desired level even in open loop. For instance, there are three places in this snippet where the desired AFR stays flat at 14.64 for some time. And actual AFRs are 14.46, 14.67, and 14.36 from left to right. So it isn't critical that I make it quit going into O/L, although as things like barometric pressure, air temp, etc change that may get more important. Last, even when the actual AFR does come down to 12.4 to follow the commanded AFR I cannot feel a difference in power. In other words, keeping the AFR at 14.6 or a bit higher doesn't cause the power to drop off. And that tells me that I can change the table to run 14.64 at a higher load percentage, especially since I now know that the shown percentage is the upper limit rather than the lower limit. Does this make sense?

Thanks, Larry. That's the kind of stuff I want to watch on my phone. But I really don't think I want another device to worry about, so want to be able to run it on iOS. A couple of questions. What parameter are you watching to get closed loop? And what parameter is vacuum?

I think that's gonna be cool - in both senses of the word.

I'm pushing hard to have it all sorted out prior to that, and I think I'm going to make it. Just a bit more to go...

Yes, the popular one named Torque I found was Android-only. But there are bunches of name sakes, at least one of which requires you to give it a 5-star rating just to open it. I'm thinking DashCommand may be the one, but still would like to see what others have used or know about. Unfortunately I didn't get the wide-band AFR to feed through the ECU, so there won't be a way to record it. Still, I have the gauge and all I really want to be able to do is to check up on the system from time to time, so an app would be ideal.

This sounds like something my father would have said, but you might want to change your tune a bit if you expect to wind it to 5K. I'm limited to 70% torque at 4700, and you are at 4800.

That's about half way 'tween us. And close to Big Brutus, although I'm not going to make it to the overlanding rally this year as we have the twins coming to see us exactly then. But Big Blue is going to my home town, Ark City, for Memorial day. That's a 200 mile round trip, so the EFI will get tested plenty. Want my brother to get to drive it, and since we go up to decorate graves we'll take it.

Can you be more specific? When I look on the app store there are bunches of apps with Torque in the name or the description. Do you have it?

How far "out in Kansas"? If I remember what I was taught in grade school, my home state is roughly 200 miles by 400 miles, so it could be a loooooong ways. And even at Big Blue's newly-discovered efficiency that is a lot of gas.

Those are pretty fancy.

It doesn't have anything, yet. I'm expecting to go with headers, but don't know for sure. (And it really isn't a 351M anymore. It has a factory stroker kit in it - a 400 crank. )

Ok, I set my table up to match Bill's, with one exception. I don't see a reason to wind the thing to 4400 with only 20% load, but if I do then I can't see why I'd want the AFR to be 16:01:1. We have a picnic at noon tomorrow, but maybe I can get it into the truck and test it before that. Anyway, here's mine on top and Bill's on the bottom:

Well, this table says it is for "open loop". And I wouldn't have thought we were in open loop at this point. In fact, the data doesn't quite fit with being in O/L as the transitions to 12.35 are at about 65% rather than 60% as shown in the O/L table. However, I'm wondering if there's a threshold on throttle position where we go into open loop? It is happening almost exactly at 2.0 volts on the throttle position, so might that trigger O/L? I have a closed-loop indicator on my "dashboard" but it isn't working so I either have the wrong parameter or maybe I'm not logging it, and it won't work on the dashboard if you aren't logging it. So I need to do some work to figure out what to monitor so I can see in the logs when we go from O/L to C/L and vice versa. But, it won't hurt to change the table to match Bill's and see if that changes the AFR. Then I'll know for sure.

Thanks, Bill! But I have a question for you, albeit a long-winded one, and anyone else that has input. As said, I'm seeing the AFR go to 12.5ish sooner than I would like, and am sure I've found why. The tables below are for Base O/L Fuel Table Stabilized, and they show the desired AFR vs load and RPM. The first shows Ben's changes vs stock, and basically he is taking the AFR to 12.35 at 60% load and any RPM. And he takes it to 13.15 at 2800 RPM with 30 - 60% load. The second chart shows Ben's changes vs Bill's, and things are quite different. On Bill's it doesn't go to 12.35 until 70% load, and then only from 1600 RPM up. But it does go to 13.15 at 60% and 3200 RPM. I like Bill's approach. It seems to be a good compromise between stock, which never gets richer than 13.15 so is leaving power on the table, and Ben's which jumps to 12.35 very quickly. And one reason I like Bill's is that I've reviewed the logs and I'm not getting quite to 70% load on the hills around here, even on cruise. So I'm pretty sure this would give the same MPG as the stock table but still provide more power when wanted. However, I'm wondering about going to 13.15 at 65% load starting at 1600 R's if it seems to sag on the hills. Thoughts? Better ideas?

Well, I think we may be "there" on the EFI. I'm still wanting to play with the idle speed a bit, but it is much better. And I think the AFR is going to 12.6 too soon on hills, and my next post will be speculation on how to resolve that. But in this one I want to document the changes to this point. I've done a compare between Ben's changes awa a few of mine and the YER2 tune that is for a stock CA-spec 460 with a manual transmission, as shown below. Note that the Tables with the "..." are clickable in Binary Editor and open up the table that was changed, but that will be for the next post.

Extra in a movie? Cool! I'll have to see it. I like that Derale controller. It looks like what I'd want, and would want to add the override for the A/C system.

Right now the "K" is the problem. Well, actually, the "6" might be a problem as well.

Its in your back yard! Go get it!