idle down faster?
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Car: 92 Camaro RS
Engine: 350
Transmission: 700R4
Axle/Gears: 3.73 Truetrac
idle down faster?
I did a search on this and could not find anything, maybe wrong terminology...
I want my engine to idle down faster than it does.
For example you have the car in neutral and rev the engine, I want the engine to cut rpm's faster on the way down, it seems like they linger longer and take forever to de-rev.
Anything I can play with to change that?
I want my engine to idle down faster than it does.
For example you have the car in neutral and rev the engine, I want the engine to cut rpm's faster on the way down, it seems like they linger longer and take forever to de-rev.
Anything I can play with to change that?
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
It would help if you would post the ecm you're using. I'm no psychic so I'm just guessing but is your ecm an 8746? If so, check out these locations in the chip;
There's a lot to play with right there. There are factors for when in park/neutral, when not, below a mph, imbetween, and above. There is also a max TF steps! Have fun, I know I did when I was playing with these values.
Code:
LD538: FCB 96 ; max TF steps LD539: FCB 32 ; TF decay filt coef, < low mph LD53A: FCB 16 ; TF decay filt coef, > low mph & < high mph LD53B: FCB 25 ; TF decay filt coef, > high mph LD53C: FCB 64 ; filt coef LD53D: FCB 15 ; filt coef LD53E: FCB 5 ; TF decay low mph thres, between filt coef @ D539 & D53A LD53F: FCB 20 ; TF decay high mph thres, between filt coef @ D53A & D53B LD540: FCB 10 ; min TF steps if mph > 5 LD541: FCB 6 ; 2.3%, TF tps% bias LD542: FCB 32 ; TF factor in prk/neut LD543: FCB 64 ; TF factor not in prk/neut
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
Originally posted by Rick King
a fast drop in rpms on a push rod motor can cause other unwanted issues--ex bent push rods
later and
GB
a fast drop in rpms on a push rod motor can cause other unwanted issues--ex bent push rods
later and
GB
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Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Originally posted by JPrevost
Could you explain how the deceleration would bend push rods. I can't seem to figure it out. I do know that rappid deceleration and engine braking is really bad for your rotating assembly but I had never heard of it effecting the valvetrain. If you could tell me your sources I'd really appreciate it.
Could you explain how the deceleration would bend push rods. I can't seem to figure it out. I do know that rappid deceleration and engine braking is really bad for your rotating assembly but I had never heard of it effecting the valvetrain. If you could tell me your sources I'd really appreciate it.
Rods fail either in Tension, or Compression (loads). Compression rod failures *generally* wind up with a bend in the mid section of the beam area. A *tension* rod failure, is a *clean* break without much bending. If you get to see enough rods that break at the top end of the track, vs most any other time, you'll quickly get to see/understand the difference.
It can be more complex, and involve other issues, but in a nutshell, this should help explain what's happening.
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
Originally posted by Grumpy
Actually, it's the first instant the throttles snap shut. The sudden increase in manifold vac., can literary tear a rod apart, in tension.
Rods fail either in Tension, or Compression (loads). Compression rod failures *generally* wind up with a bend in the mid section of the beam area. A *tension* rod failure, is a *clean* break without much bending. If you get to see enough rods that break at the top end of the track, vs most any other time, you'll quickly get to see/understand the difference.
It can be more complex, and involve other issues, but in a nutshell, this should help explain what's happening.
Actually, it's the first instant the throttles snap shut. The sudden increase in manifold vac., can literary tear a rod apart, in tension.
Rods fail either in Tension, or Compression (loads). Compression rod failures *generally* wind up with a bend in the mid section of the beam area. A *tension* rod failure, is a *clean* break without much bending. If you get to see enough rods that break at the top end of the track, vs most any other time, you'll quickly get to see/understand the difference.
It can be more complex, and involve other issues, but in a nutshell, this should help explain what's happening.
BTW; I've broken a couple rods at about 8000rpm but it was a clean break at the top neck of the rod and it was under steady high load . None of the ME's at the C.A.R. could figure out why it failed but it did and completely ruined our chances that year of coming in 1st place. Came in 10th which was pretty good considering we couldn't do jack squat in the acceleration department with a 3 year old engine down 20% of our intended hp.
Last edited by JPrevost; 08-24-2005 at 07:28 AM.
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Car: 1987 TA
Engine: 350 stock/twecked
Transmission: 700r4
my tpi motor, experince frist hand. had it at wot doinging about 110 let off the gas completly to catch my exit and well the rest is history 3 bent pushrods and 2 bent valves
later and
GB
rk
later and
GB
rk
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Car: 92 Camaro RS
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Wow... lots of good information
Where would you consider TF too low and be risking engine damage?
Where would you consider TF too low and be risking engine damage?
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Car: 91 RS
Engine: 305
Transmission: T5
Axle/Gears: 3.73
Originally posted by JPrevost
I'm just guessing but is your ecm an 8746? If so, check out these locations in the chip;
There's a lot to play with right there. There are factors for when in park/neutral, when not, below a mph, imbetween, and above. There is also a max TF steps! Have fun, I know I did when I was playing with these values. [/B]
I'm just guessing but is your ecm an 8746? If so, check out these locations in the chip;
Code:
LD538: FCB 96 ; max TF steps LD539: FCB 32 ; TF decay filt coef, < low mph LD53A: FCB 16 ; TF decay filt coef, > low mph & < high mph LD53B: FCB 25 ; TF decay filt coef, > high mph LD53C: FCB 64 ; filt coef LD53D: FCB 15 ; filt coef LD53E: FCB 5 ; TF decay low mph thres, between filt coef @ D539 & D53A LD53F: FCB 20 ; TF decay high mph thres, between filt coef @ D53A & D53B LD540: FCB 10 ; min TF steps if mph > 5 LD541: FCB 6 ; 2.3%, TF tps% bias LD542: FCB 32 ; TF factor in prk/neut LD543: FCB 64 ; TF factor not in prk/neut
Are these values accessable in Tunerpro or Tunercat? I ASSume that they have to be in the xdf/ecu or tdf.
Thanks DM
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
Originally posted by Rick King
my tpi motor, experince frist hand. had it at wot doinging about 110 let off the gas completly to catch my exit and well the rest is history 3 bent pushrods and 2 bent valves
my tpi motor, experince frist hand. had it at wot doinging about 110 let off the gas completly to catch my exit and well the rest is history 3 bent pushrods and 2 bent valves
Does anybody know WHY (or if) the pushrods are more acceptable to bending failure during decel because I'm seriously stumped. Please don't sight experiences, I want a reason.
Originally posted by DM91RS
Are these values accessable in Tunerpro or Tunercat? I ASSume that they have to be in the xdf/ecu or tdf.
Thanks DM
Are these values accessable in Tunerpro or Tunercat? I ASSume that they have to be in the xdf/ecu or tdf.
Thanks DM
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Car: 88 Camaro SC
Engine: SFI'd 350
Transmission: TKO 500
Axle/Gears: 9-bolt w/ 3.23's
Originally posted by rsc350
Wow... lots of good information
Where would you consider TF too low and be risking engine damage?
Wow... lots of good information
Where would you consider TF too low and be risking engine damage?
Even with the IAC all the way open it isnt going to break the vac too much at high rpms where youll be risking damage to the rod bolts. Best thing to do is try and remind yourself to slowly roll back on the throttle. Im trying to break the habit of snapping it shut myself when at high rpms.
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Car: check
Engine: check
Transmission: check
Originally posted by JPrevost
Does anybody know WHY (or if) the pushrods are more acceptable to bending failure during decel because I'm seriously stumped. Please don't sight experiences, I want a reason.
Does anybody know WHY (or if) the pushrods are more acceptable to bending failure during decel because I'm seriously stumped. Please don't sight experiences, I want a reason.
At high RPM with high vacuum the rod/piston assembly is going to stretch.
RBob.
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Car: 1987 TA
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I don't know why it happened just that it did. the piston tops where unmarked, so there was no hitting, I do know that shutting down a push rod engine (sharp drop in rpms very fast) can be detritmantel to the health of the motor. you have mechanical parts that are moving very fast and the ask them to almost stop--the energy has to go some where and that would be what ever part is the weakest link for what ever reason mine was the pushrods and vales
later and
GB
rick
later and
GB
rick
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