Ken's Engine Project... Part V - 2004

[bossvette]

Ha. I knew I'd seen that awesome intake somewhere before. Mad Mic and I both heard/FELT it at Carlisle last year.

[RICHR]

This looks to be a Big Block Hillborn Fuel Injection system like they ran on Can-Am cars and sprints I guess you would feel that going by it probably drives car alarms nuts also

there is a company who retro-fits vintage intakes with fuel injection so Ken you could feasably run that system with the carbs gutted and maybe even use your existing controller.

 

[rrubel]

When the owner fired up the car, I was standing where the picture was taken. I got pushed backwards by the pressure waves from the exhaust (which exited behind the front wheels). The ground shook. Birds fell from the sky. A heavenly choir of angels sang out in perfect harmony - and then promptly packed up and left because no one could hear them anyway...

I'm trying to remember who drove that car; Wait. John Greenwood. Riverside '75. Here's a slot car version -http://www.homeracingworld.com/greenwoodvette.htm

[RICHR]

 

[Ken]

there is a company who retro-fits vintage intakes with fuel injection ...

Setting off car alarms - I like doing that now! :L

Kinsler Fuel Injection

... is one of the companies Craig,

Hilborn

is another, just to name a couple.

I'm sure I could use the set-up, but I can't afford it - that is the problem. :eyerole

 

[JHL]

Hi Ken,

Once you get fed up messing about with you FI set up just pop into Moon on Norwalk, the have a 4 weber set-up ready to go sitting on the counter, looks good as well although theirs isn`t polished.

BTW, I have been at Ruby`s the last two Fridays allbeit a bit later and hopefully if I can escape work a bit earlier will be there at a reasonably early time tonight. Will you be there ??

J.

 

[plumcrazy]

thanks for the info ken, must appreciated


chris

 

[Ken]

I have been at Ruby`s the last two Fridays allbeit a bit later ...

John, that is simply amazing. How on earth could you miss me - I was there, as I have been every Friday since the start of the season. I'm usually situated directly across from the entrance to the restaurant, sometimes all the way back against Hermosa Avenue (the last row). My hood is usually up as well - ya can't miss me; I'm the ugly guy standing somewhere near it. :L

Hope I see you there tonight.

 

[bossvette]

I had actually thought about calling Kinsler (they are BIG in sprints) when I did my engine, but I wanted to go with the TPI look and I would have liked to go sequential, but the cost was much higher and not really worth it for a street car. The Sprint car boys have been using fuel injection forever, some even have nozzels in the heads. They go thru a lot of alcohol, reminds me of my youth

 

[Ken]

There's hope yet!

Check it out, he's using the TEC3 in this race Vette: 1996 Chevrolet Corvette SCCA World Challenge / ITE.

 

[Ken]

MSD Cares!

Lately I've been questioning the reliability of my cam synch sensor because we cannot seem to eliminate the nasty "Intermittent Cam Synch Sensor Failure" code I've been getting. So, after checking the MSD site and not finding what I needed, I sent a note off to their technical department late last night.

This morning my e-mails contained a message from Joe LaPille at MSD saying that they're gonna send me a new sensor at no cost to me (at least there was no mention of price ). How 'bout that for service? I guess not everybody is evil after all. :L

Now, if they follow through as stated, I will certainly sing the praises of MSD from the rooftops of the CAC.

-----Original Message-----

From: Ken Stapel
Sent: Friday, June 25, 2004 12:42 AM
To: Joe LaPille
Subject: Tech Question from Ken Stapel

I have a Chevy small block with a MSD distributor plug utilizing a built-in Hall Effect Switch. I cannot seem to find that Chevy item on your web site anymore; I can find the Ford units but not the Chevys. I think I may have purchased mine from Summit when I first installed it. Currently, I am getting intermittent cam synch sensor failure codes, which I suspect may be due to damage to the sensor itself, not the billet plug.

I would like to purchase another sensor to check out my theory but am unable to locate one on your site. Is a replacement sensor available for the small block Chevy?

Thank you for your time.
Ken Stapel

-----Original Message-----

From: Joe LaPille [mailto:jlapille@msdignition.com]
Sent: Friday, June 25, 2004 10:44 AM
To: 'Ken.stapel@verizon.net'
Subject: FW: Tech Question from Ken Stapel

Dear sir;
We'll go ahead and send you out another cam synch to your address below.
Thank You,
MSD Tech

-----Original Message-----

From: Ken Stapel
Sent: Friday, June 25, 2004 10:45 AM
To: Joe LaPille
Subject: Tech Question from Ken Stapel

Wow! I certainly never expected that. Thank you very much, and you can be sure that I’ll spread the word as to how well you guys treat your customers. I am an Administrator at the Corvette Action Center (www.corvetteactioncenter.com), where we have over 10,000 registered members, and I’ll be sure that everyone there knows about this.

Thank you again Joe, and have a very nice weekend.

 

[bossvette]

One of the reasons I went with the Holley unit was they responded to my e-mails fast I actually had the (Holley) system installed before I heard from accel and a few of the others.
I had sent e-mails to about 4 or 5 manufacturers with my engine specs and what I wanted to do asking for their recommendations. Holley responded with part numbers and the whole nine yards in about a day. Edelbrock was next, but they would not say if I could use their software and wireing harness on a TPI Unit. The others came weeks later. There are still companies that care, but most of the time you have to reach the right person.

 

[WhalePirot]

Amazing (or not) how close our numbers are, Ken. Yours are slightly higher with the extra displacement, but I was not happy with my numbers either. I took some relief from a statement by Gary, who has tuned my car and many tweaked ZRs, when he said the car runs like it has over 500 at the crank and would beat most ZRs. He also said that Dynos required a bit of 'artwork' and should be calibrated each time, for accuracy.

BTW, I noticed my A/F going down to about 14:1 at mid-RPM. maybe I need more tuning. :eyerole

Here is a pre-install photo of my 406, with the SLP shorties (now someone else's). The valve covers were painted; the aluminum heads were shot with HT flat black (for SMOG inspection). The white hood stands off to the right.

I have always liked the crossfiring carbs, since seeing them on an Olds engine. Maybe that setup would run my 454 Burb nicely.

 

[Ken]

Here's most of the dyno run, captured as we ran it:​

http://corvetteobsession.homestead.com/files/MYcorvette/2004_June/DynoRun_datalog_16bit_320.jpg​

​

Click it to view a larger image.​

I'll scan the individual maps for the timing, fuel/air ratio and VE when I get back from Ruby's tonight.

 

[Ken]

As promised, here are the screen images of a few of the many charts with which I have to work now. If you already know this stuff it's no big deal I'm sure, but when you're as fresh working with something like this as I am, it gives you an idea of just how much I have yet to learn. :eyerole

Main Ignition Advance Table

Desired Air/Fuel Ratio Table

Volumetric Efficiency Correction Table

Volumetric Efficiency Corrected Injector Pulse Width Table

Volumetric Efficiency Calculated Duty Cycle Table

 

[Ken]

Well, the switch wasn't the problem. The new one arrived today and after I installed it I still had the "Intermittent Cam Synch Sensor Failure" code. It must be in the wiring.

 

[Ken]

The Calibration File, or, "I've got a lot to learn!"

C:\Program Files\WinTEC3\ken05.bin
DATE: 07-04-2004
TIME: 3:17:26 PM
1987 Corvette

1. WIZARD & BASIC INJECTOR FUEL PARAMETERS
Current Engine Configuration = 8 CYL, 4 Stroke, Sequential
User Adjustable PulseWidth(TOG) = 14.700 Milli-seconds
Injector PulseWidth offset time(IOT) = -0.400 Milli-seconds
Minimum turn-on time for injectors = 2.50000 Milli-seconds
Camshaft Style = Street/Stock Cam
Number of Injectors = 8
Estimated Brake HorsePower = 600
Fuel Type(Gas/Alcohol) = Gasoline Fuel
Injector Size = 45.00
Number of ROWS for this Setup = 10
Number of COLS for this Setup = 8

2. FUEL ENRICHMENTS
TPS/MAP BLEND TABLE
ERPM 004000050001200 02500 05000 06000 07000 08000
TPS% 000 060 060 060 050 035 020 020

TPS-BLEND OFFSET = 0.5

MAP/TPS ACCELERATION ENRICHMENTS
SENSITIVITY OF ACCELERATION MODE
ACE0 Throttle Position Rate of Change Sensitivity= 7.00 Volts/Sec
ACE1 Manifold Absolute Pressure Rate Sensitivity= 4.00 KP A/MS
ONE SECOND ACCELERATION ENRICHMENTS
ACE2 Temperature based acceleration enrichment = 33%
ACE3 Constant acceleration enrichment = 20%
VARIABLE TIME ACCELERATION ENRICHMENTS
ACE4 Variable Time period for enrichments = 0.50 Seconds
ACE5 Throttle Position Decaying Variable Time Enrichments = 66
ACE6 Manifold Pressure Rate of Change Enrichment = 0%
ACE7 Constant Acceleration Enrichment = 0%
VARIABLE TIME INJECTOR PULSE WIDTH ENRICHMENTS
ACE8 Fixed Pulsewidth Enrichment = 0.00 Milli-seconds
ACE9 Time to Add the Fixed Pulsewidth Enrichment = 0.00 Seconds

DE-ACCELERATION ENRICHMENT
RPM LIMITS OF ACTIVATION
DCCL0 Cold RPM above which DECEL Activates = 2200 RPM
DCCL1 Hot RPM above which DECEL Activates = 1800 RPM
THROTTLE POSITION RATE OF CHANGE SENSITIVITY
DCCL2 TPS Rate above which DECEL Activates = 7.00 Volts/Sec
MANIFOLD ABSOLUTE PRESSURE ACTIVATION
DCCL3 MAP Reading Below Which DECEL Activates = 27 KPA
POST DE-ACCELERATION ENRICHMENT
DCCL4 I-second enrichment after DECEL Ends = 2%

BATTERY VOLTAGE COMPENSATION
Battery Voltage Injector Pulsewidth Compensation = 65 Microseconds/Volt

STARTING ENRICHMENTS
ONE-SECOND START UP ENRICHMENTS
SE0 Temperature based start up enrichments = 75%
SE 1 Constant Starting Enrichment = 10%
PW0 Fixed starting Injector Pulsewidth = 10.00 Milli-seconds
CLT0 Temperature below which to activate PW0 = 30 DEG C
TWENTY-SECOND START UP ENRICHMENTS
ASE0 Temperature based 20-second Starting Enrichment = 10%
ASE1 Constant 20-second Starting Enrichment = 3%
FUEL PUMP TURN-ON TIME
Fuel Pump Turn-on Time Constant = 15 Seconds

MAT FUEL ENRICHMENT
FUNDAMENTAL PULSEWIDTH VS. MAT TEMPERATURES
MAT TEMP. -40C -30C -20C -10C OOC 10C 20C 30C 40C 50C
% FPW 5 4 3 2 1 0 0 -1 -2 -3
MAT TEMP. 60C 70C 80C 90C 100C 110C 120C 130C 140C 150C
% FPW -2 -1 0 0 0 0 0 0 0 0

WARM-UP PARAMETERS
WARM-UP ENRICHMENTS VS. COOLANT TEMPERATURES
CLT TEMP. -40C -30C -20C -10C OOC 10C 20C 30C 40C 50C
%FPW 30 30 30 30 30 25 20 10 5 0
CLT TEMP. 60C 70C 80C 90C 100C 110C 120C 130C 140C 150C
% FPW 0 0 0 0 0 0 0 0 0 ZERO

3. VOLUMETRIC EFFICIENCY CORRECTION TABLE
VOLUMETRIC EFFICIENCY (%FPW)
KPA
RPM

4. ADVANCE TABLE
ADVANCE (DEGREES)
KPA
RPM
Initial advance = 12 Degrees

5. COOLANT ADVANCE TABLE
CLTTEMP. -40C -30C -20C -10C OOC 10C 20C 30C 40C 50C
ADV(DEG) 10 10 10 10 10 8 4 1 0 0
CLTTEMP. 60C 70C 80C 90C 100C 110C 120C 130C 140C 150C
ADV (DEG) 0 0 0 0 0 0 0 0 0 0

6. EGO PARAMETERS
EGO Feedback Control is enabled
Coolant temperature above which EGO is enabled = 50 DEG C
Instantanous AFR error divisor = 64
Number of Samplings for Average Error Divisor = 64
Number of Cylinder Events between EGO Samplings = 10
Authority range for EGO = 15%
RPM above which High MAP SWITCH is active = 3000 RPM
High MAP SWITCH above which EGO is disabled = 70 KPA

7. AIR FUEL RATIO TABLE
AIR TO FUEL RATIO
KPA
RPM

8. KNOCK CONTROL PARAMETERS
Knock Control is disabled
A. Knock threshold = 15
B. Rate of Advance Retard = 0.25 Deg/Engine Function
C. Maximum Retard Allowed = 30 Degrees
D. Rate of Advance Increase = 0.25 Deg/Engine Function
E. RPM above which Knock Control is Inhibited = 4500 RPM

9. IDLE SPEED PARAMETERS
Idle Speed Control is enabled
Number of Steps to Reset I.S.M. on Start= 10
MAP below which I.S.M. is Disabled = 10 KPA

Idle Speed 1 = 1400
Coolant Temp 1 = -30 Degrees C
Idle Speed 2 = 1300
Coolant Temp 2 = 0 Degrees C
Idle Speed 3 = 1050
Coolant Temp 3 = 60 Degrees C

COARSE IDLE SPEED CONTROL
RPM's off Target at which Coarse Control is Active = 100
Number of Steps to Decrease Speed During Wait Period = 3
Decreasing Speed Wait Period = 200 Milli-seconds
Number of Steps to Increase Speed During Wait Period = 2
Increasing Speed Wait Period = 150 Milli-seconds

FINE IDLE SPEED CONTROL
Number of Steps Per Wait Period = 1

IDLE ADVANCE
Retard the Timing rate if Idle Speed is too High = 0
Advance the Timing rate if the Idle Speed is too Low = 0

10. REV LIMITER PARAMETERS
Rev Limiter is enabled
Rev Limiter Coil Control is set to Coil CutOff on Rev Limit.
Primary Rev Limit Speed = 6500 RPM
Auxiliary Rev Limit Speed = 1000 RPM
Rev Limit Hysteresis = 150 RPM

11. SENSOR PARAMETERS
A.CLT SENSOR
High Voltage failure = 4.9 Volts
Low Voltage failure = 0.4 Volts
Failure Default Value = 75 Degrees C
B. MAT SENSOR
High Voltage failure = 4.98 Volts
Low Voltage failure = 0.04 Volts
Failure Default Value = 72 Degrees C
C. TPS SENSOR
Fully closed throttle voltage = 0.57 Volts
High Voltage failure = 4.94 Volts
Low Voltage failure = 0.04 Volts
Failure Default Value = 0.92 Volts
D. MAP SENSOR
MAP Sensor Range = 1
Voltage above which MAP sensor fails = 4.92 Volts
Voltage below which MAP sensor fails = 0.04 Volts
Default MAP sensor pressure = 90 KP A
E. EGO SENSOR
RPM below which EGO Sensor is Disabled = 900 RPM
Time required for EGO sensor to fail = 255 Seconds
F. EGO SENSOR START TIMER
Time before EGO sensor Starts = 20 Seconds

12. GENERAL PURPOSE OUTPUT # 1
GPO # 1 Enabled
GPO 1 FAN THERMO CONTROL
Coolant Temperature Above which Fan is ON = 95
Coolant Temperature Below which Fan is OFF = 90

13. GENERAL PURPOSE OUTPUT # 1 FREQUENCY
The Frequency of the General Purpose Output # 1 is 122 HZ

14. GENERAL PURPOSE OUTPUT # 2
GPO # 2 Disabled

15. GENERAL PURPOSE OUTPUT # 2 FREQUENCY
The Frequency of the General Purpose Output # 2 is 122 HZ

16. GENERAL PURPOSE OUTPUT # 3
GPO # 3 Disabled

17. GENERAL PURPOSE OUTPUT # 4
GPO # 4 Disabled

18. AID INPUT # 1
AID Input # 1 Enabled
DATALOG ENABLE
Maximum Valet Speed Limit = 400
Internal DataLog Sample Rate = 10

19. AID INPUT # 2
AID Input # 2 Disabled

20. AID INPUT # 3
AID Input # 3 Disabled

21. AID INPUT # 4
AID Input # 4 Disabled

22. SOFTWARE VERSIONS
This file is for use with calibration software WinTEC3 Version 3.11 and TEC3 Firmware version WT300T3

 

[bossvette]

I know what you mean, mine is a simpler system and I don't know what all the terms mean. I have it running fairly well but it is rough on start-up and the first 30 seconds.
at least mine lists the temps in farenheit :L .

couple of questions
why 45lb injectors and not 36 your cam selection says stret/stock ?
why is knock control disabled, I would think you would want to have it turned on.

the thing I would like to have on mine is a way to print out the tables so I can compare them.

 

[Ken]

... mine lists the temps in farenheit

I can toggle between Celsius and Fahrenheit, Craig, and when I do, it also changes from kPa to Hg Absolute for the manifold pressure display.

I used 45-lb. injectors because the Wizard actually called for 42-lb. injectors and we didn't have any - just the 45s. We simply adjust the pulse width/duty cycle for the injectors.

The cam choices are street/stock or race/performance, and we chose street because the drivability issues are easier to address.

The knock control is temporarily disabled until we fine-tune the rest. Less stuff to concern ourselves with now. It ain't knockin'.

 

[maxrevs85]

Hello Ken, As usual I find your threads fascinating. Its amazing where your project has lead you , since I've been along for the ride from the beginning ,and what has been learned along the way. I Kinda got lost in the racing thing and have been here off and on ,but i do manage to follow your engine thread.
I've been driving mine for about 3 weeks straight and just put it away....Tranny was out of my truck.
Anyway, not to highjack your thread , but I'm still having the high idle problems and was wondering if maybe there is somthing going on with my distributor thats causing the prob. No vac leaks . Set base timing at 6degrees with esc disconnected and them reconnect and reset the putor. Idle goes to 1600 . I'm asking you this thinking maybe along the way you might have stumbled across somthing that might help. Thanks,
Dave
P.S. I,m assuming you remember my project engine,

 

[Ken]

Hello Dave, good to hear from you. :cool

I doubt if the distributor has anything to do with your high idle problem; most likely it will be caused by the IAC or the throttle body itself (partially open throttle blades, a vacuum leak, etc.). You've got a Helms service manual for the instructions on how to check the IAC, don't you? That'll at least point you in the right direction.

 

[maxrevs85]

Thanks ken, been thru all that...Iac is closed and unplugged ...throttle body closed and adjusted .....no codes ....I'm kinda beyond the Helms ...lol....thought it my be a timing issue that had something to do with the timing controll.....Oh well ...thanks anyway...this could turn into a partial Outlaw project with a lot of parts removal and going to carb....HOTROD ...real gages and every damn thing