Cant get it to Lean out (Help Please)
Cant get it to Lean out (Help Please) Ok all bare with me here because I am new to tuning LT1's and if I missed any info then tell me what you need and I will post it up.
Mods are:
95 LT1 M6
Injectors appear to be stock
I think it has a larger than stock fuel pump in it but I am not 100% sure as I have not been in the tank.
Centerforce clutch,
Ported and polished factory heads
Lunati .540 cam
Comp 1.6 rockers, double springs and push rods
Hooker long tubes, 3 inch exhaust with no cats, flowmaster muffler
MSD cap & rotor, coil and wires
CAI
4.11 gears
So we have been tuning on my 95 LT1 and it is rich and we can seem to get it to lean out.
Here are the A/F reading's that I am getting right now at WOT on the Dyno.
@3600 12.8
@4100 12.4
@4600 12.3
@5000 11.5
@6000 11.8
@6400 12.2
Car made 384 rwhp @6400 on a mustang dyno as it is right now.
Mods are:
95 LT1 M6
Injectors appear to be stock
I think it has a larger than stock fuel pump in it but I am not 100% sure as I have not been in the tank.
Centerforce clutch,
Ported and polished factory heads
Lunati .540 cam
Comp 1.6 rockers, double springs and push rods
Hooker long tubes, 3 inch exhaust with no cats, flowmaster muffler
MSD cap & rotor, coil and wires
CAI
4.11 gears
So we have been tuning on my 95 LT1 and it is rich and we can seem to get it to lean out.
Here are the A/F reading's that I am getting right now at WOT on the Dyno.
@3600 12.8
@4100 12.4
@4600 12.3
@5000 11.5
@6000 11.8
@6400 12.2
Car made 384 rwhp @6400 on a mustang dyno as it is right now.
You have not said what you've tried.
These two tables:
%change to afr @ WOT vs coolant temp
%change to afr @ WOT vs RPM
Have you changed either of these? You can change it via these or through the MAF tables in the correct AFGS for wot/rpm.
These two tables:
%change to afr @ WOT vs coolant temp
%change to afr @ WOT vs RPM
Have you changed either of these? You can change it via these or through the MAF tables in the correct AFGS for wot/rpm.
Your tuner needs to zero the % change to WOT vs RPM table, and use the % change to WOT vs coolant temp to set the base AFR.
In my experience the % change vs RPM table responds very slowly to changes.
Zero out the RPM table completely and make a pull, then start dialing the AFR in on the % change to coolant temp.
Your tuner realizes that he has to FLASH the calibration that he is changing right? Lol
If that for some reason does not work, or you have having to go to some huge wacky values, the injector flow rate value is probably off.
If you start manipulating the IFR value there WILL be a change in AFR.
In my experience the % change vs RPM table responds very slowly to changes.
Zero out the RPM table completely and make a pull, then start dialing the AFR in on the % change to coolant temp.
Your tuner realizes that he has to FLASH the calibration that he is changing right? Lol
If that for some reason does not work, or you have having to go to some huge wacky values, the injector flow rate value is probably off.
If you start manipulating the IFR value there WILL be a change in AFR.
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Your FP is high it should be 43.5. Also if the stock injectors are in the car I don't see you achieving those rwhp numbers. And if so then there duty cycle must be maxed out and could be dumping to much fuel. But I doubt it. If they were the stockers you would be running out of fuel.
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Your FP is high it should be 43.5. Also if the stock injectors are in the car I don't see you achieving those rwhp numbers. And if so then there duty cycle must be maxed out and could be dumping to much fuel. But I doubt it. If they were the stockers you would be running out of fuel.
And, no damn way the P.E. Vs RPM table should be zeroed out. Something else is wrong.
Your tuner needs to zero the % change to WOT vs RPM table, and use the % change to WOT vs coolant temp to set the base AFR.
In my experience the % change vs RPM table responds very slowly to changes.
Zero out the RPM table completely and make a pull, then start dialing the AFR in on the % change to coolant temp.
Your tuner realizes that he has to FLASH the calibration that he is changing right? Lol
If that for some reason does not work, or you have having to go to some huge wacky values, the injector flow rate value is probably off.
If you start manipulating the IFR value there WILL be a change in AFR.
In my experience the % change vs RPM table responds very slowly to changes.
Zero out the RPM table completely and make a pull, then start dialing the AFR in on the % change to coolant temp.
Your tuner realizes that he has to FLASH the calibration that he is changing right? Lol
If that for some reason does not work, or you have having to go to some huge wacky values, the injector flow rate value is probably off.
If you start manipulating the IFR value there WILL be a change in AFR.
I will ask him about this and see how he was going about it.
Your FP is high it should be 43.5. Also if the stock injectors are in the car I don't see you achieving those rwhp numbers. And if so then there duty cycle must be maxed out and could be dumping to much fuel. But I doubt it. If they were the stockers you would be running out of fuel.
Your tuner needs to zero the % change to WOT vs RPM table, and use the % change to WOT vs coolant temp to set the base AFR.
In my experience the % change vs RPM table responds very slowly to changes.
Zero out the RPM table completely and make a pull, then start dialing the AFR in on the % change to coolant temp.
Your tuner realizes that he has to FLASH the calibration that he is changing right? Lol
If that for some reason does not work, or you have having to go to some huge wacky values, the injector flow rate value is probably off.
If you start manipulating the IFR value there WILL be a change in AFR.
In my experience the % change vs RPM table responds very slowly to changes.
Zero out the RPM table completely and make a pull, then start dialing the AFR in on the % change to coolant temp.
Your tuner realizes that he has to FLASH the calibration that he is changing right? Lol
If that for some reason does not work, or you have having to go to some huge wacky values, the injector flow rate value is probably off.
If you start manipulating the IFR value there WILL be a change in AFR.
Your FP is high it should be 43.5. Also if the stock injectors are in the car I don't see you achieving those rwhp numbers. And if so then there duty cycle must be maxed out and could be dumping to much fuel. But I doubt it. If they were the stockers you would be running out of fuel.
If the part throttle was tuned properly first, like it should be, blocking the BLMs won't make any difference. Any decent scan tool will show positive fuel trims in P.E., so that problem would be obvious.
Dude's getting a dyno tune. Don't know too many people that do partial throttle tuning on the dyno. Clearly not self tuned, so locking BLMs WILL make a difference here.
Part throttle tuning IS part of decent, correctly done, dyno tune. Anybody that actually knows how to use a dyno can do the part throttle tuning right there on the dyno. Many don't buy the variable load add-on for Dynojets, but the brake can be used to get them close enough the fuel trims won't cause P.E. Fueling problems. Used to do it every day.
Part throttle tuning IS part of decent, correctly done, dyno tune. Anybody that actually knows how to use a dyno can do the part throttle tuning right there on the dyno. Nagy don't buy the variable load add-on for Dynojets, but the brake can be used to get them close enough the fuel trims won't cause P.E. Fueling problems. Used to do it every day.