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'76 911S 3.0's Avatar
 
Join Date: Aug 2004
Location: Los Angeles, CA
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Garage
Email me your session and log file. jglanville@aempower.com
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-Jayson
1976 911S Signature Edition
3.2SSt (JE 98mm 9.5:1 pistons, 964 Cams, ARP Rod Bolts, Big Port SC Heads, 3.2 Carrera Manifold, ID725's, B&B Headers, Tial 44mm, TS RacePort, BW S360, AEM Infinity 506, E85)
Old 08-10-2017, 10:02 AM
  Pelican Parts Technical Article Directory    Reply With Quote #21 (permalink)
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Location: Miami
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A big thanks to the guys offering to help. Andrew at Rasant suggested switching the vr + and - wires (for the crank sensor). That did the trick. Also had to change the Crank Missing Tooth detection threshold to 2 since I have a 60 -2 crank wheel. For reference, the Clewett three wire (looks like two wires plus a shield) crank sensor is mag and the Clewett cam sensor is a hall sensor.

Unfortunately my hose making skills were not up to par (had some leaks) so I will remake them and test them before mounting them again. At least I could verify that the fuel pump works fine.
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1979 SC, Slant nose wide-body cab conversion. AEM Infinity EFI. Whipple Supercharged!
Old 08-14-2017, 07:29 PM
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Gentlemen, we have engine start!

I had all of the hardware done by my schedule but those pesky fuel lines kept delaying me. At first it leaked at the hose/connector interfaces. My bad. Redone correctly. Then I decided I wanted some other fittings to remove some of the hoses. Wait for it to come. Decide I want another fitting, got it, but it was the wrong one; order the new one, etc. Finally I got to the point where the hoses were all good but the leak was at the fitting interface! Rather than buy other fittings, I found some washers that go inside and bingo, problem solved. Except that another fitting leaked where it has an internal seal. Since I had extra fittings, I replaced the offending one, tested and all was dry.

After getting the engine up to temp, I noticed that the fuel pressure was low so I adjusted the regulator. Checked the timing and it was good.

Now the tuning fun begins...
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1979 SC, Slant nose wide-body cab conversion. AEM Infinity EFI. Whipple Supercharged!
Old 09-01-2017, 05:45 PM
  Pelican Parts Technical Article Directory    Reply With Quote #23 (permalink)
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Here are pics of the washers. Used in aviation. Got them from Aircraft Spruce.




I tested the decklid after fixing my bracket mishap and found I will need to cut into it to get clearance for the AC pulley. Early on I documented how I had to raise the compressor to clear the fuel rail.
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1979 SC, Slant nose wide-body cab conversion. AEM Infinity EFI. Whipple Supercharged!
Old 09-01-2017, 05:54 PM
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Its been a while since I updated so here goes. At this point I am calling the project a succes. Still refining VE but it is completely street useable and conservative until I get the dyno tune. I have one lead on a tuner and am waiting to hear back. Idle was a bit of a pain but is relatively under control. Todays idle was great. I can't wait get it properly timed as I currently have a map along the lines of the factory distributer. Also, I need to work on the accel enrichment.

I ran into a series of videos by Adaptronic that are great for those who want to learn to tune efis. They are found in youtube in the AdaptronicECU channel.

It is currently normally aspirated but I am now working on rerouting the bypass valve on the supercharger so as to not interfere with the fuel rails. Should be boosting pretty soon.

BTW is the factory 5 deg BTDC at idle still a good target now that I have the flexibility to modify it?
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1979 SC, Slant nose wide-body cab conversion. AEM Infinity EFI. Whipple Supercharged!
Old 09-26-2017, 08:31 PM
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I use 8 on my 3.4 at idle. Sure, 12-15 makes for better throttle response, but the engine sounds like it's too advanced tone wise. 8 on my motor produces a nice deep rumble.
Old 09-26-2017, 09:05 PM
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It's been a while since I updated so here goes. So far I am very happy with the way the car works and responds. It essentially has a street tune and will eventually get dynoed when I reinstall the supercharger. here are a few things I learned.

On the VE table:
1) It's a shame that the infinity does not have an auto tune function like the Megasquirt. They already give you what the VE should be but does not automate the update.
2) the AEMdata software is great, but, again, I had to spend hours looking at my data logs to estimate VEs.
3) then came this awesome tool from a fellow Pelicanite
Tuning the AEM Infinity, check out this helpful tool...
Much more automated but I had to preprocess the data to remove points where there are transients, wallWetting, etc. A lot of work up front. Then I figured that it would be better to use the median rather than the mean so...
4) I developed my own Excel to give me the mean values rather than averages. Although not as neat as #3, it gave me the data I wanted. Then had it finally look at number of hits on each table entry and remove those with few hits and finally...
5) I found MegaLogViewer. OMG. This thing lets you create your own filters, load the data as a csv from AEM data and produces the corrected VE table, along with many other visualization tools. Finally, what I was looking for! Also, the thing is blazing fast even on my old computer.
Get this. It is what you need.

Idle:
1) I decided I wanted to use the three pin IACV used on the 3.2. It takes 12v in the center pin and I use two lowside outputs to PWM the remaining pins. When one is 75% voltage, the other is at 25%. Fully open one way is 0% to 100%, etc.
2) had a bit of problem getting the valve to reliably respond in the idle position table. A little search showed that these things can be very nonlinear. After reading this, Bosch rotary idle valve info - FrankenCIS - FrankenCIS Community
I did an experiment. Without starting the car, look inside the IACV, and change the position value from 0 to 100% in steps of 10%. Well it seems that below 25% and above 75% the values are nonlinear so I changed my lowside tables so that 0 is 25% and 100 is 75%. Now its much better. I am much happier with the idle response. Using the idle screw, I adjusted the idle to where the response of the IACV is reasonable.
3) once his is set up right and the VE at idle is close, there are less hassles, particularly with feedback. On the IACV PID, I am exploring different values but it works fine with P=D=0. I was set at 0.02. For the spark feedback I'm at 0.002 for P, 0.001 for D and 0 for I.
4) At the advice of others on the board, I set idle AFR to 13.5. I dont have an ITB setup so I explored leaner mixtures. Lo and behold, it works just fine at 14.0 and even leaner. The EFI makes for a smooth engine. I left it at 14. Why not save gas?
5) above about position 60 or so, the IACV is sufficiently open that you can hear an annoying sucking sound- need to avoid having it open it so much.

Well, I will keep posting as I continue to learn and improve the tuning!
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1979 SC, Slant nose wide-body cab conversion. AEM Infinity EFI. Whipple Supercharged!
Old 11-06-2017, 02:46 PM
  Pelican Parts Technical Article Directory    Reply With Quote #27 (permalink)
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Good read Dr J. Glad MLV branched out. Great tool.

I wouldn't fear runner a little fatter at idle as idle doesn't use that much fuel. Makes transients much easier when you're at mid-13's, at least in my case using batch fire
Old 11-06-2017, 07:14 PM
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Use of sensors for engine protection

Thanks for the suggestion ^^

On another note:
Has anybody used the OEM sensors for engine protection? For example: connect the temp sensor to the infinity to use for engine protection strategy while using a lowside output to move the gages?

Presumably you would put a voltage signal through a resistor to the gage and tap the signal at the resistor to gage connection.
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1979 SC, Slant nose wide-body cab conversion. AEM Infinity EFI. Whipple Supercharged!
Old Today, 04:42 PM
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