adding more fuel on HP Tuners
adding more fuel on HP Tuners How does one add more fuel on HP Tuners?
Were do yougo? Power enrich and then everything is broken down by RPMs and then it has a number below it. such as 1.75 etc. Is this how you do it or is there another way?
Were do yougo? Power enrich and then everything is broken down by RPMs and then it has a number below it. such as 1.75 etc. Is this how you do it or is there another way?
tune the VE table using LTFTs or STFTs in SD mode, then add the MAF to the equation and retune the MAF Frequency table.
If you don't know what all that means then search each one individually and do some research/learning. I am new to the whole tuning scene also and had no clue what VE, LTFTs, and STFTs were and why they are important until I did some reading. Now I feel pretty comfortable tuning them and plan to within the next week or so.
If you don't know what all that means then search each one individually and do some research/learning. I am new to the whole tuning scene also and had no clue what VE, LTFTs, and STFTs were and why they are important until I did some reading. Now I feel pretty comfortable tuning them and plan to within the next week or so.
You can add commanded fuel by the PE vs RPM table
and/or by the EQ vs ECT vs MAP table. The result is
the highest of various fueling command "inputs". You
have some freedom to tailor fuel against both RPM and
MAP as a result.
Of course commanded EQ (=14.7/AFR on gas motors)
works based on airflow readings so any air-side error
goes straight to fueling as well. Determining which
(fuel or air number) is the cause of any resulting
AFR error, is a good thing to figure out. When a
motor's had a bunch of mods without correction along
the way it can be hard to separate the various error
sources.
All of the tables use EQ ratio, if you want to turn
those numbers into an AFR target then 14.7/EQ.
and/or by the EQ vs ECT vs MAP table. The result is
the highest of various fueling command "inputs". You
have some freedom to tailor fuel against both RPM and
MAP as a result.
Of course commanded EQ (=14.7/AFR on gas motors)
works based on airflow readings so any air-side error
goes straight to fueling as well. Determining which
(fuel or air number) is the cause of any resulting
AFR error, is a good thing to figure out. When a
motor's had a bunch of mods without correction along
the way it can be hard to separate the various error
sources.
All of the tables use EQ ratio, if you want to turn
those numbers into an AFR target then 14.7/EQ.
Ok, I just put my Wide Band LM1 O2 Sensor on my car. Now I had the welder weld a bun about 6 inches in front of my actual O2. So I have the Wide band first then the O2 sensor next. I let it heat itself up then started the car. The AFR at idel is reading between 19 and 21. It never stays at just 1 number it constantly fluctuates between these three numbers. I thought the AFR at idel should be around 14-15. Now when I floor it for about 2 sec it goes to about 14-15, now thats sitting still with now load on the car or any air coming in from actually moving foward. I have yet to run it on the juice but I am confused on were it needs to be so I can adjust my fuel accordingly.
Any suggestions????
Any suggestions????
