Tuning MS would like some input

I'm pretty satisfied with my closed loop idle and startup settings so, lately, I've been spending more of my spare time trying to get my fuel and spark tables fine tuned. I noticed that, according to my datalogs, the increase in fuel demand is greater from idle to about 4k than it is from there on up. My fuel table increases linearly from there on up but the AFR falls and by 6000rpm I'm down to the 9s. Is this what most people experience with stock heads/cams?

Here are some screenshots of a datalog from this morning that show what I mean. Status2 is the flatshift spark cut. Ignore the MAT reading. It's wrong.

1st gear:
http://i1294.photobucket.com/albums/...pssgjo2c82.png
2nd gear:
http://i1294.photobucket.com/albums/...ps9ixpfscx.png
3rd gear:
http://i1294.photobucket.com/albums/...psqtpzi9fb.png

is this your v6 van?

Yes. 87' Voyager with an N/A(for now) 3.0l v6 with stock heads/cams. A543 trans.

Just look at a dyno sheet and it will tell you this same information. Pull that fuel out.

Thanks for posting Ondonti. I guess I just didn't expect it to be so drastic. It really puts into perspective(for me at least) how much power could be gained from better flowing heads and better cams. I see what you meant when you said that even stock 3.0ls are held back by the stock rev-limiter.

I'm kind of wondering what other peoples timing maps look like. If anyone would like to share theirs along with what is done to their engine I would appreciate it.

Mine's not perfect but I posted what I have below. The excessively retarded numbers in high vacuum are there because I was messing around trying to get backfires:p It seems to waste fuel this way though. I will be changing it.

http://i1294.photobucket.com/albums/...pssrw7lxuy.png

I will probably drop timing to backfire in high vacuum since it offends expert toonerz
Not sure why you have increasing timing with more load

Quote:

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Originally Posted by Ondonti

...Not sure why you have increasing timing with more load

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Well, for one I don't really know what the hell I'm doing. When I started out I just kind of threw some numbers into the table. Then I got the lower left corner of the map set up to where it was idling decent and forgot about the rest of the map. I concentrated on cranking, warmup and closed loop idle settings(which were kind of tedious to set up). Now I've been concentrating more on getting the remainder of the spark and fuel tables tuned since I'm finally happy with the way it starts and idles. I've been doing WOT pulls and comparing them to get the 100kpa row of the timing map where it is now. I'm sure it's not perfect but I think it's close. Then I used the interpolate function to smooth the 100kpa row into the rest. This is part of why I started this thread. I don't know what to use for timing at cruise(which, for me, is generally in the range between 35kpa and 70kpa). I'm hoping to get some guidance in that area so I don't have to do so much trial and error. Not to mention getting crap gas mileage in the process.

Thanks,
Joe

I've been messing with it some more. I'm getting better mileage now. I left the low timing in the decel area. I rarely leave the trans in gear when I decelerate unless I'm on the highway. I don't think it's really hurting anything and I like the occasional backfires/flames. If that makes me a ricer then so be it. The cells above 5500RPM are kind of meaningless. I got it up to 7000 once but I'm afraid of dropping a valve. It doesn't really make good power up there anyway. Has anyone tuned a stockish 3.0l on a dyno?
http://i1294.photobucket.com/albums/...pso92jvpug.png
I kind of feel like maybe I should bring the timing up earlier but It's hard to tell if it makes any difference. I tried more timing from 4500 to 6500 but it seemed to lose power.