megafan0258
Newbie
Any idea why my Block Learn Multiple would be so high? Never seems to get near 128.No but, you need to disconnect the battery to reset the EST fault you get from disconnecting the BLK/TAN wire.
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Any idea why my Block Learn Multiple would be so high? Never seems to get near 128.No but, you need to disconnect the battery to reset the EST fault you get from disconnecting the BLK/TAN wire.
That means you're running lean. It takes time to level off IF you have enough fuel pressure and everything else is good, like your O2 sensor.Any idea why my Block Learn Multiple would be so high? Never seems to get near 128.
Thats what I was assuming from what I read but wanted to confirm.That means you're running lean. It takes time to level off IF you have enough fuel pressure and everything else is good, like your O2 sensor.
No, it runs off your VE tables.Also does the computer take 02 into account in open loop?
Acceptable numbers are 121 - 135 or there abouts. Got a scanner? Look at your O2 feedback and "Cross Counts"What are normal values to have in closed loop for a TBI 350?
You missed the "to be" in between "need" and "disconnected".Does the battery need disconnected (to reset computer) after messing with the initial timing to reset timing curve? Or is that not a thing?
Yup. If you have the tool, you probably want to get additional harnesses so you can use it on additional vehicles. In a perfect world, you'd pay for that tool plus some extra--or become a local hero--by performing diagnostic time on other's vehicles.The eBay junk I bought is the injector coil balancer tester, selector switch box, and the 4.3 harness. I was surprised at how relatively cheap it all was. I plan to keep this truck for a number of years so I like having the diagnostic tools available.
It does that, too.No but, you need to disconnect the battery to reset the EST fault you get from disconnecting the BLK/TAN wire.
The question was;It does that, too.
Clears volatile memory
Clears codes
yes, resetting the volatile memory will reset INT and BLM values but, it will not "reset timing curves". FWIU the fine tuning of VE is done based on MAP and RPM (but the table is not changed) with feedback from the O2 sensor while in CL, the SA tables are static and don't get "adjusted" in volatile memory. Other changes to timing from the ICM, as an example, are physical or hardware adjusted.Does the battery need disconnected (to reset computer) after messing with the initial timing to reset timing curve? Or is that not a thing?
Surprised it had a TBI style distributor. Mine had a Vortec style spider cap and a crank sensor on it with a black box PCM. Brother also had a 1995 TBI S10 with the same setup on it.I had an odd ignition timing situation on my 1995 S10 Blazer, which I chased for years.
Read the story here, about how the reluctor wheel on the distributor shaft crept SLOWLY over time (years):
https://www.gmt400.com/threads/1993-chevy-c1500-4-3-power-issues.62069/post-1313440
Surprised it had a TBI style distributor. Mine had a Vortec style spider cap and a crank sensor on it with a black box PCM. Brother also had a 1995 TBI S10 with the same setup on it.
Yes it was an OBD1.5. I have seen 94s with OBD 1.5. Thought all 95s were myself, just news to me there were actually regular OBD1 S10s in 95.Sounds like yours was the OBD1.5, yes? I once owned a 1995 S10 4.3L VIN Z manual ECSB with that setup.
My 1995 VIN W S10 Blazer was OBD1.0, 8-bit ECU in the cab. A friend now owns it.
I also have a 1995 S10 4.3L VIN Z RCLB OBD1.0, 8-bit ECU; I later stuffed an L31 crate into it and still drive it from time to time.