Delco Jeep

[vlad01]

80Kpa seems a lot for light cruise, whats the TPS values in those areas.

[yoda69]

Looked like less than 20%. Also appears to be when it shifts gear or the TCC locks up, can clearly see the RPM drop, VE increase and wideband go lean.
Was also wondering where and how the Wideband has been fitted? If fitted at the end of the tailpipe have seen reversion do this as well.
Doesn't appear to have a functioning narrowband O2 so assume it is fitted in the normal O2 spot, sometimes nice to have both as can they see if they both correlate.

[vlad01]

Looked like less than 20%. Also appears to be when it shifts gear or the TCC locks up, can clearly see the RPM drop, VE increase and wideband go lean.
Was also wondering where and how the Wideband has been fitted? If fitted at the end of the tailpipe have seen reversion do this as well.
Doesn't appear to have a functioning narrowband O2 so assume it is fitted in the normal O2 spot, sometimes nice to have both as can they see if they both correlate.

thats a good point.

when i had my car on the dyno, at light cruise you can hear the exhaust pulses banging in the cylinder thought the knock ears.

on the Vp same areas driving on the road I can hear a rather loud clicking from the exhaust, only in that same area of the map as the VR did.

if the WB were to be at the end of the exhaust it would for sure pick up air from the pluses reverting back in to the tail pipe.

[Dylan]

Had a quick go over the latest one on previous page. When you went to the BLCF bin you missed a lot of changes I made to some previous one's. Maybe they were no good.
One that was mentioned was coolant temp contribution to charge temp, and charge temp mods. These are very important when running different manifold.
Obviously this manifold is nothing like the Holden one's. Also the wideband 0-5 volt settings are still standard values. Is this accurate? What brand wideband controller are you running? If it has a way to calibrate it could be worth checking. Is the exhaust well sealed there's lots of random spikes in the readings eve at steady loads.

Any way the lean point looks way better than previous log's I seen so good progress being made that's the main point.
Look forward to the next log!

[v6bucket]

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The manifold in the middle is what is fitted to the Jeep, it's a horrible design, the one on the right is a better unit from the 1999 & later.
The wideband is fitted to the 1,2,3 collector, no narrowband fitted at this point, I have weld another fitting so that both can be installed.
The rpm drop is when the TCC locks up, that's why this area is a big pain.
I thought I changed the charge temp stuff, Dylan, I must have missed them.
I'll make some changes, & see how we go, fingers crossed.

[vlad01]

Wow! such a design

I think that would be why its behaving the way it is. Looking at that , it would only work well at very low rpm and nowhere else.

the plenum is virtually non existent, and those turns! holy crap!


can you use the one on the right? that would work semi alright.

[v6bucket]

They do fit & supposedly have better low end torque, just got to find one at the right price.

[v6bucket]

I think we've had a bit of a win. I made the changes that yoda69 suggested, as well as using the last bin that played with & I have now had to lean a lot of the VE table & the lean period appears to be a lot less. It's not locking the convertor up at the moment, it's throwing a few codes up from the Jeep ecu, so I'll try to get some resistors today to fit in place of the Jeep injectors, this may help with the faults.

[Dylan]

Excellent it was looking better in that last log. Did you kog the last tune I done?

[v6bucket]

Dylan, this is alog of your last bin with the changes that yoda69 suggested. I've since played with the areas that were rich or lean & it's pretty close to following the target AFR, just a little fine tuning.
I wasn't able to get the required resistors to plug into the Jeep injector plugs(not in until Friday), so I still get a fault light on the dash, which is also giving me a transmission fault as well. It locks the convertor up, then once it comes out it faults, then wont go back in until the fault is cleared, so I don't get much of an opportunity to check weather it goes lean in the areas that it was.

Jeep 64.12.xdl

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