My setup is:
1997 fueling system
no A/C or P/S
949 twin disk clutch/flywheel
long tube headers
JR intake w/ MAF still installed. (Going to be replaced with a cone filter and some silicon intake pipe once I'm confident the MS3 won't strand me while tuning) A GM IAT is plugged in when the MS3 is installed.
MS3 batch injection and wasted spark.
My issues are:
Originally when I installed the MS3 it fired right up but idled poorly and osculated from 850-990rpm, any throttle input would kill the motor. I got the idle to stabilize by turning the idle air screw until the idle RPM was right around 1k, it idled solidly there and minor throttle input caused the engine to rev. Since this isn't a street car having a highish idle isn't an issue. Not sure if this should even really be considered an issue. The original surging may have been caused by the lean condition that was present before VE analyze did it's thing.
VE analyze seems to be making drastic changes to the VE table. The cells that the engine has run in are 10-20 points higher than where they started. Most of the maps that I've seen floating around have the idle blocks in the ~40 range. Should I be adjusting req_fuel so the values for those blocks fall down into the ~40s? or is this a symptom that something else is jacked up? I set req_fuel by putting in the displacement and rated CC for the 1997 injectors and let tunerstudio calculate the value (11.6).
Any kind of significant throttle input kills the motor. I'm thinking that this is due to the drastic VE changes and the motor is trying to transition to a cell that is a much lower VE so the MS is leaning the motor which causes it to lug and will go away on it's own once the VE table is dialed in.
I'm thinking the control for the idle air valve isn't working properly. I had an incident with the harness wiring and I may have cooked the TIP120 transistor that controls the PWM valve. Is there any real need to control the idle air valve if you don't have A/C? Idling at 1k the engine seems to tolerate me flipping the lights on straight to high beams. That would also explain the VE tables since extra air could be getting through the valve.
I'm not so much looking for a step by step guide but just some validation from those who have done this that I'm at least vaguely on the right path.
I hit 11pm last night so I shut the car down for the sake of not pissing off the neighbors. I'll be able to get it fired up and test some more things out later on today. First thing I'm going to attempt is unplugging the idle air valve to see if that causes everything to go rich.
As an interesting side note, on my 1997 C package (I think, power mirrors, leather and torsen) the AC and main fain pins are swapped.