2002ScottOnyxSS

iTrader: (4)

Benefits/drawbacks to modifying these tables for cruise fuel tuning?

Any feedback?

Thanx
Scott

1dirtyZ

iTrader: (1)

i used the injector flow rate to tune my WOT A/F.
don't know if you could get good results from the injector table when compared to the MAF settings.

Bink

Modify your IFR tables to get negative LTFTs at part throttle.
Use the PE vs RPM to tune WOT once you have negative LTFTs ( LTFTs lock at zero, if negative or zero, when PE is entered).
Only use MAF table to adjust LTFTs IF you have a modified MAF. Good Luck.
joel

SScam68

iTrader: (20)

Isn't that the wrong way to tune?

After reading a few of NoGo's and Cal's posts, my understanding is the VE tables are where adjustments are suppose to be made.

Can someone clear this up?

Bink

No it't not wrong. Reread NoGo and Cal's posts. The VE table can be used to fine(Micro)tune fueling at particular RPM ranges. General (Macro) fuel is MAP dependent and should be adjusted with IFR.
joel(Bink)

TaTommyWS6

DITTO!

This is exactly how I tuned; it was simple and worked perfectly...

Good luck!

Tommy

2002ScottOnyxSS

iTrader: (4)

Thanks for the feedback
Ok, I am going to revert back to my stock MAF table, then modify my IFR table, then visit PE vs RPM

I have stock injectors and stock MAF (it is descreened tho)


One final question....
While Autotapping, is it better to average FTC 1-19 to get my LTFT levels, OR just my load cells 6-14? I heard both scenarios are ok.....

Thanks

StevieZ

iTrader: (3)

Wouldn't it be better to still use the injector flow rate when tuning for more air from a larger MAF?

SScam68

iTrader: (20)

Thanks for clearing that up.

Bink

Yes,if the MAF is calibrated then I would use the IFR.I was referring to a noncalibrated MAF- the argument is frequently made to use the MAF table for fueling on a modified MAF.I've never used a mod MAF.FWIW>
joel(Bink)

Bink

Yes,if the MAF is calibrated then I would use the IFR.I was referring to a noncalibrated MAF- the argument is frequently made to use the MAF table for fueling on a modified MAF.I've never used a mod MAF.FWIW.
If you want an education in tuning do a search on tuning and read every post by NoGo you can find.I've read the LS1edit archives and if you correlate dates you'll see that NoGo (Kevin) actually had a grasp of LS1 tuning long before most of the Gurus - It's actually kind of funny - he's such a humble Guy, Very
joel

Slowhawk

iTrader: (12)

I've tuned cars many ways and you can use the MAF table if you roll it under 10,000 htz.You can also use the IFR table to tune in.I use one or the other based on what A-tap readings I get.Also your timing table setup has affects on certain readings.

NoGo

iTrader: (2)

Thanks binks, I appreciate the compliment.

NoGo

iTrader: (2)

Actually, binks was right about only messing with the MAF table if the MAF you are using is not stock (or you have already implemented a matched MAF table to a calibrated MAF).

The MAF reading is a prime contributor to the engine load calculation. The engine load calculation factors into timing, torque management, tip in, knock reduction, tranny line pressure, just to name a few. You can adjust fueling using the MAF table, but it is often going to bring with it an unseen negative side effects.

One of these unseen side effects, which prompted people to stop using the MAF table, is transmission line pressure on automatic transmissions. If you use the MAF table to indicate less air then there actually is (lean your car out), the engine load calculation is shifted down. A reduction in calculated engine load means a reduction in transmission line pressure. The incorrect reduction of tranny line pressure will cause the transmission to shift lighter under heavy load conditions. This causes the transmission to slip. Many people's transmissions went to an early grave because of this. This is just one example of what can go wrong when adjusting your MAF.

The Injector Flow Rate table only effects one thing: The injector flow rate.


The Timing table only effects one thing: Timing.

Naturally, there is a cause and effect with the timing table. Example: If you increase timing too much your car is going to detonate and hence KR increases. There are many modifiers that adjust the ignition timing AFTER it has been looked up on the base table (either High or Low Octane)

The High and Low Octane tables are sole output tables. They only control the base ignition advance value, nothing else.

Slowhawk

iTrader: (12)

I should of explained my tuning more.I found the affects of MAF adjustments in A4 cars and there is a easy way around it.As for affects of timing,I do some computer tweaking and run as high as 30 degree's of timing as low as 2k rpm all the way up with absolutely no knock retard and no extra fuel to compensate.This give's the most torque out of your setup.Say a 405rwhp car can push 395-400tq with 350+ from as low as 2000rpm.
So I do agree with alot of info on this board,but dissagree with some by testing many different way's of tuning for the street and 100's of hours on the dyno.
From what I see there is alot left in Edit tuning that has not been found yet.Makes it more fun

NoGo

iTrader: (2)

I completely agree.

Bink

You're Welcome. I'm just telling it as I see it. The facts speak for themselves.
There are many of us here that want to "understand" tuning - that's obvious. Your posts are a HUGE help.

joel(Bink)

....I'm off -> to hunt down a Tach wire short!!

strokedls1

iTrader: (1)

So on an m6 with an 85mm maf the maf table can be used to dial in wide open throttle. I found it easy to make adjustments with the maf table for fine tuning. I think we are going to go in on one of those wideband O2 readers for $350.

SScam68

iTrader: (20)

Yes Kevin (NoGo) you are a BIG help. Thanks for your insight!!