tuning assitance, 15gs, 550s, chrome ecu

[napkinthief]

I'm confused... You're running 525 cc injectors?

In that same post you quoted about tuning with the VE tables, I talked about using the fuel map as a target AFR map and then using the VE table fine tune the AFRs to that target. If you left the map at 10.2, 10.1 like stock, what's why you're seeing those fat AFRs under boost.

If you get too far into the 9s for AFRs you'll foul the plugs and that will cause stumbling.

they are PTE 550 injectors, they came with a flow card showing 440cc @ 36psi and 528cc @ 42psi. my regulator is a touch over 42 at idle, so i set it close as possible.

i am going to give it another shot tonight, its pretty humid/foggy out, but what the hey.

ill post results here...

[Greg E]

Fuel pressure is relative to manifold pressure. From a code stand point using 525 for the injector scaling will make your motor run richer than using the 550 number. This is completely separate from fuel pressure. Your sensors are telling you that you have too much fuel so you should stick with the 550 number, lean out the rich areas of the fuel table and go from there.

[napkinthief]

Ok ill bump it back up to 550 and see the changes...

as for latency, im using

4.69 = 3.825
10.99 = 0.810
12.01 = 0.675
12.96 = 0.585
13.99 = 0.510
15.01 = 0.405
18.68 = 0.300

the first and last voltages are stock, and the latency value is stock...the inbetween is adjusted.

also looking at timing, is there a reason its @ 10 across the board at 4k rpms above 140 load?, am i safe to slowly bring it up until i see knock or is it a wasted effort?

still not getting LTFT to log...not sure if its just not logging or its not working.

[Jimvr4]

1. Low and Mid trims should be tuned at idle using the VE tables. Probably need to pull 10% below 100 Hz
2. Closed loop is not in effect at WOT. It's only used at idle and cruise.
3. 10.2 AFR at WOT is the stock target. You can change it via the big fuel map
4. If you want to lean out WOT you can pull fuel at 1600 Hz in the VE table (coarse adjustment) or increase the AFR targets in the big fuel map at the higher loads and rpms
5. Make sure you log 2 byte load and 2 byte air flow. The single byte readings cap out too low for upgraded turbos

[Chris@Rvengeperformance]

If you are not running stock injectors then tune the injector maps to dial in the trims. The only way is tune ve for that is if I was on 360s and the trims were off, otherwise you are chasing the wrong thing and if you change injectors later you have to start all over.

Sent from my RM-845_nam_vzw_100 using Tapatalk

[Greg E]

If you are not running stock injectors then tune the injector maps to dial in the trims. The only way is tune ve for that is if I was on 360s and the trims were off, otherwise you are chasing the wrong thing and if you change injectors later you have to start all over.

Sent from my RM-845_nam_vzw_100 using Tapatalk

Huh???

Chris, JFast hacked your account and is making off the wall posts with it.

[Chris@Rvengeperformance]

Huh???

Chris, JFast hacked your account and is making off the wall posts with it.

no, I just think you shouldn't tune the airflow maps if your injector latencies and scaling are wrong.

[Greg E]

no, I just think you shouldn't tune the airflow maps if your injector latencies and scaling are wrong.

Oh I see now. Yes, true.

Order of operations:
*Set injector scaling and latencies
*Set fuel table
*Fine tune with VE table

[Chris@Rvengeperformance]

sorry, when I post from phone it doesn't always make sense, lol. I'm kinda on the edge of the texting generation

[CoopKill]

Oh I see now. Yes, true.

Order of operations:
*Set injector scaling and latencies
*Set fuel table
*Fine tune with VE table

I got it, but have experienced it very personally!