Steve, insightful as always. Is it right to try to get that point drop out of that accel pump shot? Or, is it a combination of accel and dmap?
I honestly don't understand your first question. For "main WOT enrichment," I don't think you're asking about the main VE and AFR tables, but I'm not sure what you mean. So, I guess I'll run through the list. The BS3 uses the following transient tables and I'll include a snippet from the manual for each as well as my actual table (might need to go to the next post to get all of them):
1. Run time correction - only influences the Positive dMAP and dTPS Correction Values for a short period of time after the engine is running. (i.e. up to 8 minutes). So, that's not gonna help. Mine is zeroed out. Skipping the pic.
2. AE Position Correction: like a carburetor’s accelerator pump “cam” profile. modifies the size of the Asynchronous Pulse Width (APW) relative to the throttle position at which the dTPSdt event occurred. - My guess is that this reduces the pump shot when you're already at part throttle.
3. Accel Pump Shot. I think we're on the same page on this one already. Here's mine, after today. I may add some more now that I'll be looking for a 1 point drop:
4. Power valve fuel. I added a ton to this with 240 and 300. There's a maximum of 500, but at 300 it was like I took that back out when it only resulted in the twin-peaks thing you're seeing instead of a flat lean 15.9 AFR.
5. dMap RPM Modifier: modifies the dMAP correction based on RPM. The positive or negative percentage (%) is applied to the dMAP Correction table relative to the RPM. I've done nothing to modify this table from the way my other car was programmed. However, I did test pulling out the negatives just to see any observable difference. I didn't see one and put them back.
6. MAP AE Decay rate. determines the decrease to the Positive dMAP correction value after accelerating (throttle tip-in) the engine at a given coolant temperature. The ECU decrements the dMAP correction by the MAP AE Decay Rate. A MAP AE Decay Rate of 6 represents a decrease of the dMAP Correction by 6% every crank interrupt until it reaches zero. In other words, if you input the number 6 into the table, after 1 crank interrupt the dMAP Correction will decrease 6%. The 6% per interrupt continues until the dMAP correction reaches zero.
So, this may be helpful, because it could explain why you can see the correction and then it goes lean again. As I was playing around today, I went the wrong way! I went from 6 up to 20 thinking it took 20 rotations of the crank for each reduction of 1%. It's the other way around. 6% for every crank interrupt. I may reduce this to 1 and see if it keeps it richer. Still this isn't the end all, because it's going rich (edit: I meant lean) before the dMap correction.
7. Map AE Increase Rate: Same thing in reverse. Controls rate dMap fuel negative correction is added back in.
Sorry for the length of the post. If nothing else, rereading the manual helped me clarify the confusion on the decay rate table.