OK, so looks like MAP/KPA is a no go, I'm not surprised when using ITBs.
TPS is your best bet with ITBs but you must map out the load rows in the tables to carefully match the various driving conditions. Idle, PT and WOT voltages. No point having a row in the table that you can't get to. For example if the max WOT voltage from the TPS is 4.5vdc then no point having 4.75 and 5.0 vdc rows. Hope that makes sense.
Does the EFI have the ability to have idle dedicated tables? Like could you install a idle switch that the EFI reads? It would allow for things like decel fuel cut, where if the throttle blade goes back to idle stop and down hill coasting the EFI can then shut injectors completely off.
Quote:
Originally Posted by dannichols1474
Hi Sal (scarceller),
I just sent you a PM with my email.
When I initially converted from CIS to ITB EFI last year, I was running speed density with MAP signal for load sensing and it was working pretty well especially after I got the car dyno tuned and then did additional tweaking to the VE table with auto tune for the conditions the dyno tuner didn't cover.
During the initial engine start up / camshaft break-in, I noticed the MAP signal was in the range of 85-100 kPa between 1500-2000 rpm (and 73 kPa at 1000 rpm idle). So given the apparent weak vacuum signal from the new engine, I converted my tune from speed density to alpha-n so I am now using the TPS signal for load sensing.
Regarding a plenum on top of the ITB's: I know direct air flow mass measurement with a MAF is most accurate, but I'm going after a retro hot rod look and the plenum would spoil the look for me, so no plenum.  |