Tuning LTFT w/ HP Tuners
05-30-2004, 08:50 AM
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Tuning LTFT w/ HP Tuners Ok, just a newbie for tuning here, but I've logged several cruise and part throttle runs. I've found out that my LTFT's average about +6 in Fuel Trims cells 1-19. What i don't know is which tab and which option excactly to change in the editor. I'm thinking about multiplying by 106% is this correct? If so where do I put the 106%? Thanks in advance.
Tom
Tom
05-30-2004, 12:12 PM
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Go by the physical nature of your mods,
MAF table for intake / MAF mods, IFR
table for fuel injector changes (though why
these would be lean, I dunno). You would
want to scale MAF table by 1.06 or IFR by
0.94 (ish), probably more like 1.07 / 0.93 for
a little luck. But I firmly believe in representing
things by their closest-appropriate "image"
of the available tables.
I suggest you fill out your sig w/ relevant mods,
if any, because there's often an obvious-to-
others suspect in the lineup when you do.
MAF table for intake / MAF mods, IFR
table for fuel injector changes (though why
these would be lean, I dunno). You would
want to scale MAF table by 1.06 or IFR by
0.94 (ish), probably more like 1.07 / 0.93 for
a little luck. But I firmly believe in representing
things by their closest-appropriate "image"
of the available tables.
I suggest you fill out your sig w/ relevant mods,
if any, because there's often an obvious-to-
others suspect in the lineup when you do.
05-30-2004, 01:26 PM
#3
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Originally Posted by jimmyblue
Go by the physical nature of your mods,
MAF table for intake / MAF mods, IFR
table for fuel injector changes (though why
these would be lean, I dunno). You would
want to scale MAF table by 1.06 or IFR by
0.94 (ish), probably more like 1.07 / 0.93 for
a little luck. But I firmly believe in representing
things by their closest-appropriate "image"
of the available tables.
I suggest you fill out your sig w/ relevant mods,
if any, because there's often an obvious-to-
others suspect in the lineup when you do.
MAF table for intake / MAF mods, IFR
table for fuel injector changes (though why
these would be lean, I dunno). You would
want to scale MAF table by 1.06 or IFR by
0.94 (ish), probably more like 1.07 / 0.93 for
a little luck. But I firmly believe in representing
things by their closest-appropriate "image"
of the available tables.
I suggest you fill out your sig w/ relevant mods,
if any, because there's often an obvious-to-
others suspect in the lineup when you do.
CC 212 218 523 529 114 Cam
Stage 2 Heads
MAC Headers and ORY pipe with catback
PACE LS1 calibrated LS6 MAF
LS6 Intake
Walbro 255 fuel pump
05-30-2004, 02:52 PM
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I wouldnt mess with the maf values if it hasnt been changed or calibrated. If you are having fueling issues. fatten up the injector pulse widths and that should quare you away. Toying with the maf is tricking the computer into thinking there is more air commnig n and it adds more fuel when in actuality there isnt anymore air than before. IMHO I would scale the injectors its a lot more straight forward nd would be easier to narrow down specific points where you would need more or less fueling
05-30-2004, 03:16 PM
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Some question though about whether the
Pace MAF is "calibrated" true, or lean. If it
is indeed pushing him lean (as parts that
claim to "increase HP" on a '98 are prone
to do) then increasing the MAF table will
put that right, and benefit the automatic
(if this is an A4) by signalling higher (more
real) load but also pull out some spark at
part throttle (making the car feel more
sluggish, but any lost spark can be put back
separately).
I do not know the Pace MAF true air vs
freq curve. If anyone has it I'd compare it
to the stocker and see what kind of airflow
error it produces, relative. I know from the
look of Brand G their error on the "regular"
one is way more than 6% lean.
Pace MAF is "calibrated" true, or lean. If it
is indeed pushing him lean (as parts that
claim to "increase HP" on a '98 are prone
to do) then increasing the MAF table will
put that right, and benefit the automatic
(if this is an A4) by signalling higher (more
real) load but also pull out some spark at
part throttle (making the car feel more
sluggish, but any lost spark can be put back
separately).
I do not know the Pace MAF true air vs
freq curve. If anyone has it I'd compare it
to the stocker and see what kind of airflow
error it produces, relative. I know from the
look of Brand G their error on the "regular"
one is way more than 6% lean.
