Weird problem after changing injector data from sticky above
Weird problem after changing injector data from sticky above I'm new to HP tuners and learning all I can. Here's the rundown on what I'm working with:
6.0 DBW
PO1 0411 pcm
3 bar OS
Siemens Deka 80's
Walbro 450
LJMS stage 2 turbo cam
S480 turbo
4L80E
Tuning in OLSD with wideband
I'm using the truck fuel rails with vac referenced regulator
I got the thing running a while back using Matt Happel's 2500 Silverado tune. I've been tweaking on it since. I was addressing a lean tip in and finally convinced myself that the VE table numbers were just too high compared to others that were similar. So I used the injector data from the sticky above. Sure enough, I can lower my VE table to more comparable numbers now. BUT, the idle is screwy. In park/neutral it's rich (~13.0 AFR). In gear it's almost perfect (~14.8 AFR). I can lean the idle out in the VE table when it's in park or neutral, but then it becomes too lean in gear. The MAP goes from around 60kpa in park and goes to around 70kpa in gear.
I changed:
Min Fuel Milligrams in transient
Flow Rate vs. KPA
Offset vs. Volts vs. VAC
Short Pulse Limit
Short Pulse Adder
Min Injector Pulse
Default Injector Pulse
Any idea what I did, or need to do to correct this?
Like I said, I'm pretty new to Hp tuners, so any and all help is much appreciated.
6.0 DBW
PO1 0411 pcm
3 bar OS
Siemens Deka 80's
Walbro 450
LJMS stage 2 turbo cam
S480 turbo
4L80E
Tuning in OLSD with wideband
I'm using the truck fuel rails with vac referenced regulator
I got the thing running a while back using Matt Happel's 2500 Silverado tune. I've been tweaking on it since. I was addressing a lean tip in and finally convinced myself that the VE table numbers were just too high compared to others that were similar. So I used the injector data from the sticky above. Sure enough, I can lower my VE table to more comparable numbers now. BUT, the idle is screwy. In park/neutral it's rich (~13.0 AFR). In gear it's almost perfect (~14.8 AFR). I can lean the idle out in the VE table when it's in park or neutral, but then it becomes too lean in gear. The MAP goes from around 60kpa in park and goes to around 70kpa in gear.
I changed:
Min Fuel Milligrams in transient
Flow Rate vs. KPA
Offset vs. Volts vs. VAC
Short Pulse Limit
Short Pulse Adder
Min Injector Pulse
Default Injector Pulse
Any idea what I did, or need to do to correct this?
Like I said, I'm pretty new to Hp tuners, so any and all help is much appreciated.
Last edited by northcorner; Feb 17, 2018 at 04:00 PM.
For some reason it keeps saying "server problems" when I try to save the file from this site. I may try to find a host to upload it to and link it here. Thanks for letting me know it wasn't working.
Teching In
Joined: Feb 2018
Posts: 22
Likes: 0
From: Billings, MT
Teching In
Joined: Feb 2018
Posts: 22
Likes: 0
From: Billings, MT
Your VE table is way messed up. There is no smooth "humped" shape to it. The problem you are currently running into is that your VE does not change when you transition from a MAP of 60 to a MAP of 70. The PCM is fueling both of these conditions the same but in reality the VE needs to generally increase with MAP. Set up a AFR vs Commanded vs MAP graph and use that to tune VE
Trending Topics
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
Topdon ONE vs. Artidiag 800 BT2: Which is the Diagnostic Tablet For You?
Pouria Savadkouei
Gas Monkey Built a 6-Wheel Ferrari Testarossa With a Corvette LT4 Engine
Verdad Gallardo
7 Most Reliable High-Performance Engines GM Has Ever Built
Verdad Gallardo
Amazing '71 Camaro Restomod Is Modern Muscle Car Under the Skin
Verdad Gallardo
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo Your VE table is way messed up. There is no smooth "humped" shape to it. The problem you are currently running into is that your VE does not change when you transition from a MAP of 60 to a MAP of 70. The PCM is fueling both of these conditions the same but in reality the VE needs to generally increase with MAP. Set up a AFR vs Commanded vs MAP graph and use that to tune VE
Here's the tune before the injector data change. No problems with afr swings between p/n and in gear.
https://drive.google.com/open?id=1Yr...yrJanMyyov_CL2
Oh yeah, thanks for helping. MUCH appreciated!
https://drive.google.com/open?id=1Yr...yrJanMyyov_CL2
Oh yeah, thanks for helping. MUCH appreciated!
Teching In
Joined: Feb 2018
Posts: 22
Likes: 0
From: Billings, MT
Here's the tune before the injector data change. No problems with afr swings between p/n and in gear.
https://drive.google.com/open?id=1Yr...yrJanMyyov_CL2
Oh yeah, thanks for helping. MUCH appreciated!
https://drive.google.com/open?id=1Yr...yrJanMyyov_CL2
Oh yeah, thanks for helping. MUCH appreciated!
Are you running a returnless or return style fuel system? The flow rate vs KPA tables show different trends in your tune. If you are using a returnless fuel system then you need to have the flow rate gradually rise with increasing KPA. If you are running a return style system then the flow rate can stay the same across all KPA levels.
I just ran a compare on the two tune files that you provided. It looks like the VE table got modified when you changed injector sizes. Looks like everything got scaled upwards maybe. I'm willing to bet that whatever happened to the VE table between the injector changes is causing your problems.
Are you running a returnless or return style fuel system? The flow rate vs KPA tables show different trends in your tune. If you are using a returnless fuel system then you need to have the flow rate gradually rise with increasing KPA. If you are running a return style system then the flow rate can stay the same across all KPA levels.
Are you running a returnless or return style fuel system? The flow rate vs KPA tables show different trends in your tune. If you are using a returnless fuel system then you need to have the flow rate gradually rise with increasing KPA. If you are running a return style system then the flow rate can stay the same across all KPA levels.
I'm going to look into the VE table changes that you found for me. Thanks again for helping!