Am I way off on this?
Am I way off on this? I dialed in my VE and the car drives perfect in SD mode. When I enable my MAF it goes haywire again. So basically what I did was create a histogram to log the MAF table.(logging dyn. airflow, maff freq. HZ) So then I logged my AFR using my wideband and found the HZ where the AFR was off. I am basically just scaling the maf table thats in the tune now closer to what I logged. Does this sound right or am I off on my methodology?
That sounds right. Just gut-check your numbers.
Make sure your MAF is clean before you start
Your MAF curve shouldn't be way off. If it is I'd check your method.
If the car drives great in SD, why no just leave it in SD and turn your MAF into a cup-holder.
Make sure your MAF is clean before you start
Your MAF curve shouldn't be way off. If it is I'd check your method.
If the car drives great in SD, why no just leave it in SD and turn your MAF into a cup-holder.
That's the way to do it. You'll be surprised how quick it comes around. The maf is nice, I've done highway driving in different weather conditions and my a/f ratios have been pretty close.
Originally Posted by NoGo
That sounds right. Just gut-check your numbers.
Make sure your MAF is clean before you start
Your MAF curve shouldn't be way off. If it is I'd check your method.
If the car drives great in SD, why no just leave it in SD and turn your MAF into a cup-holder.
Make sure your MAF is clean before you start
Your MAF curve shouldn't be way off. If it is I'd check your method.
If the car drives great in SD, why no just leave it in SD and turn your MAF into a cup-holder.
Originally Posted by 99ChargedFRC
I would love to but when I go SD a lot of my tune changes. If I go wot in SD mode it leans out badly. I would have to command a crazy AFR in order to get things in line. Is there something else I have to change if I want to run SD?
Originally Posted by NoGo
What kind of VE values do you have for WOT conditions? Should be around 90ish
Flipping to SD should not change the fueling that much if the VE is dialed in.
Flipping to SD should not change the fueling that much if the VE is dialed in.
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Verdad Gallardo Oh. I didn't realize it was boosted.
If it is boosted, then 1 bar SD (stock MAP) is going to do exactly what you are seeing.... going lean.
You can get it to work by putting in abnormally high VE values or PE values. This method works okay with a supercharger because boost is tied to RPM. Not so well with a turbo though.
If you are running alot of boost you will have to make these kind of changes to the PE anyways once the MAF maxes out. This happens around the 500 RWHP mark.
I would get the MAF curve corrected and leave the MAF on (like you intended).
Or splurge and purchase the 3 bar SD setup.
If it is boosted, then 1 bar SD (stock MAP) is going to do exactly what you are seeing.... going lean.
You can get it to work by putting in abnormally high VE values or PE values. This method works okay with a supercharger because boost is tied to RPM. Not so well with a turbo though.
If you are running alot of boost you will have to make these kind of changes to the PE anyways once the MAF maxes out. This happens around the 500 RWHP mark.
I would get the MAF curve corrected and leave the MAF on (like you intended).
Or splurge and purchase the 3 bar SD setup.
Originally Posted by 99ChargedFRC
101 in the WOT areas... this is a boosted application if that matters.
You know something else is if I put my correct IFR in the thing is as lean as it can be. Whats the explanation here? I am thinking of going over all the constants to see where the problem is. But when I go SD with the MAF off the thing is real lean with the correct IFR in.
Is your fuel pressure boost referenced?
If not then that is your issue. Flow from the fuel injector is dependant on the delta pressure across the injector. If your fuel pressure rail is at 60 psi and your intake manifold is at 10 psi the equivlent pressure fueling the injector is only 50 psi.
You've just reduced your injector flow by roughly 15% simply with boost
EDIT: This only applies for boosted conditions. If you are lean during part-throttle as well then something else is going on.
If not then that is your issue. Flow from the fuel injector is dependant on the delta pressure across the injector. If your fuel pressure rail is at 60 psi and your intake manifold is at 10 psi the equivlent pressure fueling the injector is only 50 psi.
You've just reduced your injector flow by roughly 15% simply with boost
EDIT: This only applies for boosted conditions. If you are lean during part-throttle as well then something else is going on.
Originally Posted by NoGo
Is your fuel pressure boost referenced?
If not then that is your issue. Flow from the fuel injector is dependant on the delta pressure across the injector. If your fuel pressure rail is at 60 psi and your intake manifold is at 10 psi the equivlent pressure fueling the injector is only 50 psi.
You've just reduced your injector flow by roughly 15% simply with boost
EDIT: This only applies for boosted conditions. If you are lean during part-throttle as well then something else is going on.
If not then that is your issue. Flow from the fuel injector is dependant on the delta pressure across the injector. If your fuel pressure rail is at 60 psi and your intake manifold is at 10 psi the equivlent pressure fueling the injector is only 50 psi.
You've just reduced your injector flow by roughly 15% simply with boost
EDIT: This only applies for boosted conditions. If you are lean during part-throttle as well then something else is going on.