I've started messing with it and so far really like it.
One of the things it's curing for me as I used to go lean idle-3000 rpms in the 70-90 kpa load range.
EAE let's you tune your load areas separately based on map values and you also have an rpm correction map to further dial things in.

Now I'm betting someone is going to tell me that EAE is not the same as throttle pumps style enrichment. I know that.
EAE is just another method to accomplish the same goal - good throttle response.

Anyways I'm curious, is anyone else using it and how far along did you get and what were your results?


If anyone is interested Ill share the info I read and how I went about things. It hasn't been difficult so far.
There are 2 main tables that need to be tuned and 2 optional(?) tables that I expect to use for my setup. To simplify it you have accel, decel and an rpm correction table for each. In the images below Ive only tuned the accel table. The decel table will remove the going rich on throttle lift. Ill work on that once Im happy with the accel table.

 

These snippits are from a log that is just under an hour long from my attempt to tune this earlier today. I dont have much experience with eae, I read some stuff on the internet, turned off my normal acceleration enrich and gave it a shot and the results below are what I end up with so far.


this is a mid range kpa throttle stomp. afr deviated about 1 afr




just doing some throttle manipulation with a quick press at the end, again im deviating about 1 afr.


same story here. pulled though 3 gears. you can see the afr stays pretty close to target



just another example, this one was from earlier in the log, you can see its about 2 afr higher than it should be.

 

I haven't had good luck with it, but I also didn't try very hard. My problems might also be because I am running batch fire and not sequential injection.

Do you have to run separate VE/AFR tables? I tried doing that too and gave up because my engines at least are too finicky to want to run at a defined AFR, it is so much easier to just do a "combined" VE table and give the engine what it wants vs. calibrating the VE table and then going back and tweaking an AFR table. My current engine (stock port window GSL-SE engine) will not run smoothly at idle/low load any leaner than 11:1. (I blame the Injection Connection injectors, will probably be swapping GSL-SE injectors soon)

 

I also had quite a bit of trouble with my idle afr. Gslse 13b and no actuators so it's a large port area. For me the solution was 0-5 degrees advance at idle and an injection angle timing change. I set idle at 1075-1100 and can idle lean as 13.5, anything above and it's not happy. Lower idle speed means cold start sucks as I have no idle control.

I'm only using a single table, I was able to tune using speed density. I had a lot of trouble also, at least till I turned all of the correction tables off, then things fell into place quickly.

Ive seen a lot of mention about increasing the number of squirts if your in batch mode. Supposed to make things much more responsive with eae.

 

I have been thinking of increasing injection to 4 squirts/cycle instead of two (have to set up as a 4 cylinder 2616cc engine, the MX2/Extra firmware has a bug and rotary mode doesn't work) But not sure if the injectors will work properly at such tiny pulsewidths. Really want to get a set of ID injectors just to have the injector setup information.

No injector timing possible on my end since I'm running fuel-only.

Me engine has the runners literally opened up to air and the holes epoxied over... kind of an experiment to see what happens. Idle is at around 1200-1400 because I can't close the blades on my throttle body any further. Ignition timing is about 5 degrees at idle.

From experience with other setups, doubling the number of injection events does help a lot with step-off acceleration enrichment, because of how slowly the engine is rotating vs. how quickly you can make the vacuum go away and get the wet flow to condense out on the walls. In short, when you open the throttle, the cylinders that had an injection event right beforehand will not get the extra fuel they will need on the next intake stroke no matter what you do with acceleration enrichment.

 

I have 2 what are supposed to be id1000’s i could send you if you want to cover the shipping.
I also have 4 42lb injectors also depending on your setups needs.

ill never need them.