[soultron]

After checking some things out with the vacuum, when it's cold the engine will start and run without the map sensor plugged in for quite a while but will die if I get on the throttle. Over the weekend I installed a spare Mega to see if that solved the TPS issue. It seemed like it did at first but the signal descends slowly and still wanders around when the car is running. The 5 volts to distributor seems to be working properly so I need to check back through my wiring we'll find out where the noise is coming from. It's also hard to start as it gets warmer but I was expecting that for some reason. I'll get a tune and log up once I find my thumb drive.

[PSIG]

when it's cold the engine will start and run without the map sensor plugged in for quite a while but will die if I get on the throttle. … It's also hard to start as it gets warmer

You are artificially enriching the fuel to high-VE with MAP disconnected when cold to let it run. The MAP must be connected. It is running cold without MAP, because your engine needs more fuel when cold than it is getting with MAP connected. See how that's working? With MAP connected, increase fuel at cranking and idle so it runs, and adjust as it warms until fully warmed.

Tune idle when warmed. Tune warm restart (prime, cranking, ASE). Now you have the cells tuned that it will use for cold start, where the cranking, ASE and WUE will add fuel for the colder temperature, to the cells you just tuned.

[soultron]

Let's all have a laugh for second. There's trash in my 40 year old car's gas tank.
My fuel filter was clogged... Yes, I should have tough of that sooner.
It stays running better now, and will rev above 2k if I blip it, HOWEVER, my TPS is still moving around with my foot off the pedal. My AFR starts out a bit lean but gets better.
https://drive.google.com/file/d/1p-R8ll ... sp=sharing

[PSIG]

Test your TPS.

[soultron]

Test your TPS.

On the plug side of things with the key on my 5v reference is stable. The signal lead is fluctuating, (anywhere between 1.5 and 1.8v) much like the logs.
With the TPS connected the lead signal is showing 2.66 volts and raises to over 3.7 when pulled. After sitting a while the resting voltage dropped to 2.57

That seems high compared to calibrating the TPS on my Firebird years ago. It does seem like I have other issues.

[soultron]

I rewired a few grounds and tested the TPS and related wiring and finally figured it out. I trusted the layout I was given for this TPS and didn't check it myself. I don't know how it was functioning because I was running the 5 volts into the ground.
I spent half an hour depinning the connector and swapped the wires. Tps is dead still. It started up and ran surprisingly smooth although quite rich (10:1). I haven't tried a hot start or done any acceleration enrichment yet, but things are looking up.

[PSIG]

[soultron]

Got some other stuff done to the fuel system so I'm back to tuning. Start and idle and good, but still working on accel enrichment. Seems I have a persistent vacuum leak causing the map to fluctuate and possibly where the throttle hesitation is coming from. I really have to ease into. Gonna watch a few more tutorials and hopefully nail it down for test drives over the weekend.
https://drive.google.com/file/d/1ofohKb ... sp=sharing

[PSIG]

Seems I have a persistent vacuum leak causing the map to fluctuate and possibly where the throttle hesitation is coming from. I really have to ease into.

Keep in-mind the entire goal of accel fuel tuning is to maintain fueling at the tested and known peak torque fuel ratio. Maintain the peak-torque AFR across the entire accel event. As the added accel is fuel added to the existing table fueling, the table must be tuned first, and then accel added to it. You can't set fuel in some transition areas, but table smoothing from nearby areas can be used to set reasonable table fueling, before adding accel transition fuel and timing.

While this sounds simple (and is as a goal), it requires knowing the peak-torque Lambda or AFR for your engine and fuel, under those conditions, by testing. The catch is that missing accel fueling makes table tuning difficult, so some creative driving is very helpful. Once you have that peak-torque number (let's say it's 12.9:1 indicated), then I log accelerations at various TPS rates, reviewing and adjusting the accel fueling to hit and stay at 12.9 at all points for best accel.

Any outside or abnormal influence, such as an air leak, will affect this process of course. Once this is task is close, then ignition timing is tuned to regain peak-torque in the same area - repeating the same exercise, but with timing. We can see how simple maintaining torque AFR is in concept, and how complicated it can get if there are issues with the engine or hardware. Good luck!

[soultron]

Been a little busy. Got an 02 sensor warning a couple weeks so I ordered a new one. The old one originally came with a wide band set up I got second hand and and it's gotten abused over time.
This ought to clear up a few things.