Dookie 454:

All these long posts and quoting wikipedia doesn't change the fact that my simple MAF tune runs perfect under all rpms and all throttle positions. The majority of people on CamaroZ28 run Maf tunes. And they run perfect too. Do you know how I know mine runs perfect? Because I've run it for three years with countless logs from a dynojet wideband and autoxray scanner. I applaude you for trying to be innovative but I prefer to keep my car simple and very close to stock. No offense taken.

 

Im done reading your posts since your just a bit misleading "I prefer to keep my car simple and very close to stock" and your signature "rebuilt 355, 15psi Procharger F1A, Alcohol injected, FMICw Mondo, CC304 Cam, Ported Lt1 heads, 60# inj, 1.6RR, Cloyes True Roller, TRW forged blower pistons, MSD BTM, Meziere EWP, Pacesetter LT's, Dual 3" Cats, Hooker CB, QA1's, BMR SFC's, Street Twin, DLS Tru trac 9", Rel Brackets, BMR TA, C5 Brakes, Tuned by me

 

Dookie:

You know whats cool about our cars? There are many good ways to accomplish the same task. Stop trying to play King of the Computer Section and just let everybody voice their opinions.

 

Well I have to report something else about the tuning method I have suggested. I really have no idea what to do in order to fix this and its really not a problem per say it just bugs me. It seems that at throttle openings less than wot in pe mode my stock type vacuum fuel pressure regulator is not doint an acceptable job. If I give it moderate throttle input say 75% (basicly a near constant airflow level) it will start off as commanded a/f ratio right at 12.8, but as the vacuum begins to increase with rpm it will tip and go rich to nearly 12 flat, when it shifts the vacuum drops again and its back to 12.8 instantly. If I lay the gas flat to the floor it sits on 12.8 the entire time but that is because vacuum is minimal.

Obviously the maf calibration is accurate because its right under wot conditions and its right initially and doesnt change much but now it rolls rich as vacuum increases even though its fine near zero in hg gauge. The trouble is that the fuel injector flow is dictated by the pressure differential between the rail and the and the intake manifold and the pressure isnt being adjusted quite accordingly.

I dont expect anyone to have a quick solution to this but maybe some suggestions are in order here if anybody can think of some I sure cant. I am sure dipping toward the low 12's isnt doing plugs or anything else any favors.