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Originally posted by markemark:

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Originally posted by Magnethead: One of the members and I have been messaging about switching my tune from Speed Density to VE based to fill in some holes that SD has for my specific situation, but he's only tuned turbo and screw, not centrifugal (or anything as slow as I am). So that's been a long conversation. I'll look up Joe's videos.

Joe Simpson on SD vs VE

Are you using Terminator or Dominator?

Dominator. Everything is set up as an LS7 in the Holley software (other than 1x cam instead of 4x), it has no idea that it's on an SB Chrysler. Even the drop-on harness is LS2/7, I just have the knock sensors unpopulated and zip-tied out of the way. Lots of RIFE sensors for NPT thread but LS connector.

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Originally posted by Magnethead: Everything is set up as an LS7 in the Holley software (other than 1x cam instead of 4x), it has no idea that it's on an SB Chrysler. Even the drop-on harness is LS2/7, I just have the knock sensors unpopulated and zip-tied out of the way. Lots of RIFE sensors for NPT thread but LS connector.

What wheel type are you using for the crank trigger?

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Originally posted by markemark:

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Originally posted by Magnethead: Everything is set up as an LS7 in the Holley software (other than 1x cam instead of 4x), it has no idea that it's on an SB Chrysler. Even the drop-on harness is LS2/7, I just have the knock sensors unpopulated and zip-tied out of the way. Lots of RIFE sensors for NPT thread but LS connector.

What wheel type are you using for the crank trigger?

It's a 58x LS wheel lathe-welded to the crank pulley and indexed, and cam is the original 1x CMP in the distributor.

Watching Joe's video does explain some of the magic. We started the Holley on SD because that's what the early 1990's technology factory PCM used (same PCM was used 96-04). There was some conversion because the Holley has WAY more memory, speed, and resolution.

But after watching that video, I can see where Closed Loop is doing more work in SD, while VE is more open-loop friendly. Most of my issues are down low (50-120 kPa) and I can see where VE is more efficient in that range; I have my AE (both MAP and TPS based) cranked right now because the ECU can't keep up with the wild swing during tip-in and I would need alot more cells to clean that up. I can see that in the datalog, on the spark plugs, and the exhaust, but I'm still learning these things.

I'll have to scroll through the datalogs and start looking at the eVE more.

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Originally posted by Magnethead:I have my AE (both MAP and TPS based) cranked right now because the ECU can't keep up with the wild swing during tip-in

Are you using the AE correction graph? Is the TB progressive type?

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Originally posted by markemark:

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Originally posted by Magnethead:I have my AE (both MAP and TPS based) cranked right now because the ECU can't keep up with the wild swing during tip-in

Are you using the AE correction graph? Is the TB progressive type?

Non-progressive TB. Accufab 4500. I had to crank both tables (and turn down blanking) to keep it from faceplanting/hesitating/sneezing on partial throttle increase, such as a passing lane change while driving NA.

I assume you’re using V6.0-400. If you haven’t already, open Help and select AE section

Curious, what does the 4500 TB flow? Sounds excessive for a sb. Probably delivers max air required at 1/2 throttle or less

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Originally posted by markemark:
I assume you’re using V6.0-400. If you haven’t already, open Help and select AE section

Correct, I went through it extensively while trying to get the hesitation out without making it too fat momentarily (which I think it is, I haven't fine tuned it).

The TB is rated 2100 CFM. Everything after the intercooler is large-diameter (3.5 and 4") and the intake and heads are also heavily ported, flowed 242 CFM at .660. Basically everything you'd expect in a high-effort NA situation.

So yea, MAP swings fast in N/A road driving. Everything is optimized to flow alot of air unrestricted coming out of the blower. The intercooler is the only restriction, but it's working as head unit is 224 kPa @ 333* and manifold is 175 kPa @ 162*. 171 degree drop with very little restrictive pressure loss; the air contracts as it cools and that's the pressure loss.

ALSO, I thought I was at 3.5 dwell, but it was only 3.0 . So I enabled the table and ranged it from 3.0 to 3.7.

This message has been edited. Last edited by: Magnethead,

Somehow the AE charts you posted looked familiar. They look much like a GCF include with the V5-V6 software install. The drill down to the GCF file is Documents\Holley\HEFI V6\Global Files\Custom Cals\GM\SBC and the file is 350-383ci Supercharged 14psi

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Originally posted by markemark:
Somehow the AE charts you posted looked familiar. They look much like a GCF include with the V5-V6 software install. The drill down to the GCF file is Documents\Holley\HEFI V6\Global Files\Custom Cals\GM\SBC and the file is 350-383ci Supercharged 14psi

Considering we started with them basically zeroed and I live-adjusted them while driving around on some country roads means I must have done better than I thought. LOL. But it's definitely on the fatter side of enrichment based on what I can see coming out of the exhaust. But NA AE is low on my priority of fine-tuning.

Actually, those graphs in the GCF weren't far off mine at all. I went about halfway between them for the first 4 columns of both. Enough to make a difference but not enough to hurt anything.

This message has been edited. Last edited by: Magnethead,

Devin once said in a video, a drag car engine only needs to do four things. Start, idle, BO and WOT. I agree… Good Luck!!!

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Originally posted by markemark:
Devin once said in a video, a drag car engine only needs to do four things. Start, idle, BO and WOT. I agree… Good Luck!!!

FWIW Ryan did send an update. Progressive +1 to +2 through the low gear climb, and +5.5 degrees in the high boost cells, also added fuel all over. I think we are both gunshy on timing because of so many variables in this platform and how unclear the danceline is without dyno time.

Now at 15.5* at 175 kpa/5000 RPM. Plus my dwell and now AE changes. Hopefully that will all add up in ET/MPH. And after watching videos today, I'll probably do more nitpicking before the next outing.

I did ask him about plugs. I got a bold black NO in regards to touching BKR6E, and to stay on the 7's.

And so the experiment shall carry on.

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Lots of RIFE sensors for NPT thread but LS connector.

Here’s something one might find interesting. Plug your laptop into the ECU and bring up the Gauge Panel in the GCF and turn on ignition not starting. Look at the reading for Baro and the MAP. Theoretically they should match.