pcmhacking.net

I mean, for the race car people and
Who knows, maybe when I actually setup some goofy hotrod thing, I'll want some kind of idle control to avoid some kind of annoyance..

I dunno, thats up to you. This thread is about how the factory OS and PCM works in a Corvette.

Couldn't think of the factory EFI without idle air control. But I remember now. 2005 Suzuki Boulevard M50.
it probably does spark compensation or something though. And of course, bikes don't handle AC, and aren't meant to be the best in year-round climates.
Anyway.

NSFW wrote: ↑Tue May 20, 2025 5:10 pm
* Steep increases in the proportional and integral feedback tables when idle is more than 80-100 RPM below target. I'm still experimenting with this, but the screenshot below is not a bad place to start. The cells with the absurdly high values almost never come into play, but when adaptive idle doesn't kick in properly (which still happens every once in a while) they basically act like me stabbing the throttle to keep the engine from dying.

grain of salt with my limited experience. I'm sure the math works out, but with the specific conversions and everything, things can get messy or lost in translation.
Should be as simple as, you're down on dynamic compression with an aftermasrket cam at low RPM, so less power per airflow(or appeture size, whatever), and more timing needed for the same power. And ranges for correction numbers probably need to be expanded to effect the same results as stock.
Sprinkle the salt and sift that through your experience with these specific ECUs and concluded what you will.