Need help tuning with Hp tuner

[TurboAlero]

Can some one help me a little tuning the car. I really don't understand how you need to adjust the fuel map
It's kinda urgent

[Mendoza]

Well what size of injectors are in your car orginally? What size do you have now? I am not sure about the HP Tuner but on my S AFCII i can compansate on all rpm ranges low and hi. Say you normally have 360cc injectors and you upgrade to 450cc injectors you are going to want a correction of -20 to -25% ruffly on all rpm ranges on low throttle. On Hi throttle i would set it at -18% correction ruffly on all rpms ranges. What your doing is tricking your ecu into thinking its running 360cc injectors when you really have 450cc injectors. If your getting into tuning i would highly recommend a wideband 02 sensor and some type of datalogger. Watch for knock and running lean. Watch your o2 sensors that will tell you alot. If your just starting i would run the car rich till you get the hang of it.

[AaronGTR]

You don't really want to use an AFC or anything like that if you can help it though. Especially if you are making a large change in injector size. They are just tricking the pcm to lower the injector pulse by making it see less airflow, but the pcm will be incorrectly calculating load and be referencing the wrong fuel trim cell, spark table cell, VE etc etc. You can still end up getting knock and have to make further adjustments with the AFC which puts you out of optimal A/F ratio and possibly have to find a way to make spark adjustments too (like with an MSD). Basically it's workable for minor tuning, but the further off you get from stock injector size and HP level, the greater the margin of error is with any MAF tuner. You need to use something the HPT or DHP at that point.

And yes TurboAlero... we need more info before we can make any recommendations. What equipment you're using, what changes you've already made if any, any scan data if you have it. Really thats why I keep telling people to get DHP instead of HP tuners. They provide more support to the V6 market. They have a forum with all the information and answers you need, a basic tuning guide, and other members with tuning experience who can give advice.

[SpyhunteR]

They provide more support to the V6 market. They have a forum with all the information and answers you need, a basic tuning guide, and other members with tuning experience who can give advice.

so you're saying HPTuners does not have such?

[Sprucegagt]

Sure does sound like it. But I thought you had HP Tuner software?

[SpyhunteR]

Sure does sound like it. But I thought you had HP Tuner software?

Yes I do, and the way our know-it-all-guru is talking, is as if HPTuners is junk. Problem is it isn't you just have to go to the right sources for info. I haven't played w/ v6 calibrations, only 4cyl, and some simple tranny tweaks on a silverado.


Anyways.

HPTuners support forums.
http://www.hptuners.com/forum/

There you have it, chock full of people with HPTuners. Lots to learn, lots to figure out.

Apparently according to Aaron HPT isn't capable of much. Quite plenty actually, even though I found some limitations regarding 3bar support.

[Sprucegagt]

It may be full of people. But little of it is V6 based. Take a look for yourself. Also HPT has already said they will NOT support 1 to 2/3 Bar conversions for all V6 calibrations. According to them, only the V8 market is big enough to justify the expense. Also what the V8 guys learn doesn't all apply to the V6 crowd because the PCM code is completely different between the two. I haven't looked at the 4 cyl stuff, but I have a feeling the same problem is there as well.

DHP's forum is entirely GM V6 based. Plus it's setup to help out first time tuners on what to look for and how to make correct changes to the proper tables. From what I've seen, HP's forum is not setup the same way. Instead it looks like people just make a scan and ask "Is this right?" or "What should I change?", while waiting for someone with more experience to take a look and give advice.

[Mendoza]

You don't really want to use an AFC or anything like that if you can help it though. Especially if you are making a large change in injector size. They are just tricking the pcm to lower the injector pulse by making it see less airflow, but the pcm will be incorrectly calculating load and be referencing the wrong fuel trim cell, spark table cell, VE etc etc. You can still end up getting knock and have to make further adjustments with the AFC which puts you out of optimal A/F ratio and possibly have to find a way to make spark adjustments too (like with an MSD). Basically it's workable for minor tuning, but the further off you get from stock injector size and HP level, the greater the margin of error is with any MAF tuner. You need to use something the HPT or DHP at that point.

I have been using the S-AFC II for awhile and i absolutley love it. But your right anything over 550cc injectors you can't compansate anymore. What you do have to worry about spark blow out and running lean on certain rpm levels thats why i high recommend a wideband and some type of datalogger. Just for reference i have no experience tuning the GA but i do have experience tuning my vr4. :)

[AaronGTR]

Yes I do, and the way our know-it-all-guru is talking, is as if HPTuners is junk. Problem is it isn't you just have to go to the right sources for info. I haven't played w/ v6 calibrations, only 4cyl, and some simple tranny tweaks on a silverado.


Anyways.

HPTuners support forums.
http://www.hptuners.com/forum/

There you have it, chock full of people with HPTuners. Lots to learn, lots to figure out.

Apparently according to Aaron HPT isn't capable of much. Quite plenty actually, even though I found some limitations regarding 3bar support.

It's not junk, stop putting words into my mouth. It's just not as good as the DHP forums. I never said it wasn't capable of much either, but technically it can't do everything the DHP tuner can. The people on the HP forum don't always do things the right way either. There have been a number of times people with HP come on here asking how to do something because they can't get any help or info from the HP forum. I remember someone talking once about tuning VE with HPT and what it affected etc etc and they had it all bass-ackwards. And it was what someone told them on HPT.

Bottom line is for the v6 people and especially for first time tuners, the DHP is better.

[AaronGTR]

I have been using the S-AFC II for awhile and i absolutley love it. But your right anything over 550cc injectors you can't compansate anymore. What you do have to worry about spark blow out and running lean on certain rpm levels thats why i high recommend a wideband and some type of datalogger. Just for reference i have no experience tuning the GA but i do have experience tuning my vr4. :)

So you aren't using the S-AFC on the grand am? I'm not even sure if you can use those on a GA. Does the S-AFC II work with a Hz signal MAF? Originally I tried using an HKS S-AFR on my car and it didn't work because it only read 0-5volt MAF or MAP signals and our MAF converts to a Hz signal it sends the pcm. I even tried hooking it to the MAP signal but it just set off the SES light. I got rid of it, then later ZZP released the ICCU for GA's so I got that instead.

[Mendoza]

No i purchased a 92 Stealth TT and have been dumping most of my money in that the past 6 months. I want to say yes you can use the S-AFC to control the fuel management on our cars but don't quote me until i find out for sure. Yes my S-AFC II does work with Hz maf signal. I do plan on running a turbo setup on the GA i do have 2 9b turbos laying around now hmmmm.... Twin turbo GA? sounds kinda cool ha.

[SpyhunteR]

It's not junk, stop putting words into my mouth. It's just not as good as the DHP forums. I never said it wasn't capable of much either, but technically it can't do everything the DHP tuner can. The people on the HP forum don't always do things the right way either. There have been a number of times people with HP come on here asking how to do something because they can't get any help or info from the HP forum. I remember someone talking once about tuning VE with HPT and what it affected etc etc and they had it all bass-ackwards. And it was what someone told them on HPT.

Bottom line is for the v6 people and especially for first time tuners, the DHP is better.

you're so cute when you're poked w/ a stick.

[SpyhunteR]

It may be full of people. But little of it is V6 based. Take a look for yourself. Also HPT has already said they will NOT support 1 to 2/3 Bar conversions for all V6 calibrations. According to them, only the V8 market is big enough to justify the expense. Also what the V8 guys learn doesn't all apply to the V6 crowd because the PCM code is completely different between the two. I haven't looked at the 4 cyl stuff, but I have a feeling the same problem is there as well.

DHP's forum is entirely GM V6 based. Plus it's setup to help out first time tuners on what to look for and how to make correct changes to the proper tables. From what I've seen, HP's forum is not setup the same way. Instead it looks like people just make a scan and ask "Is this right?" or "What should I change?", while waiting for someone with more experience to take a look and give advice.

I'll agree with that, as the HPT forums have recently had a huge influx of noobs trying to learn to tune. Going from magazine mechanic to trying to be a tuner tends to be quite a leap. A lot of the basic skills using HPT does translate to working on all types of motors using their software.

[xonelith]

Not to get into an argument over what is better, as I think they are both great, but I need to ask a few questions.

but technically it can't do everything the DHP tuner can.

Besides 2 or 3 bar support, what else can DHP do that HPT cannot do? I'm sure there are some, but I'd be interested to know what it can do that HPT cannot that is actually useful. I'm sure there are things that HPT can do also that DHP cannot.

The people on the HP forum don't always do things the right way either.

I'm sure it's a matter of doing things one way when there are multiple ways to do things. I'm not saying either is right, but you can't make this comment without being an expert yourself, and since I don't have access to the DHP forums....... Regarding a VE comment, you need to remember the person reading the post may not interpret it correctly and have communicated the issue inaccurately on this forum.

The only thing I don't like about DHP is it is not a free forum. HPT is. Since many here are know-it-alls (and many there are know-it-alls too), it would be very easy for someone to go and post their take on the subject. Funny, how I have never seen anyone from here post on that site, saying someone is wrong. Unfortunately, I can only take your word on it that DHP people know what they are talking about since I'm not one of the select few to be able to read the forum.

Sorry to get off topic.

TurboAlero, if you need help with the IFR tables, let me know, but I think you got a response from HPT, didn't you?

[TurboAlero]

Hi people , mmm wel I didn't get no respone yet from them, but I was experementing on the program , mmm so I have tune it but not that good, but it's running and it's running rich but not to much. mmm
For the setup of my car , I have a walbro fuelpump, 42.5lb injectors, gt40 turbo , full P&p heads with LS6 spring and ss valve's.mmm I removed the tranny and swapped in a Getreck HM 282 out of a berreta. Oh I lowerd the engine's compr with copper gaskets. I have a Wide band installed.

I really thing that HPtuner is good but they have to make more support for our engine's.
I self wanted to buy the DHP but when I contacted them they didn't had in stock and I needed to wait about 3 to 4 weeks so that's alot. So I emaild HP tuner and they had it so I bought it .



MMm, Now I have some prob with the tune, mmm becuase when I'm driving the car and go WOT and when I press the brake the engine stops I don't know why yet hihihi

[AaronGTR]

I'm sure it's a matter of doing things one way when there are multiple ways to do things. I'm not saying either is right, but you can't make this comment without being an expert yourself, and since I don't have access to the DHP forums....... Regarding a VE comment, you need to remember the person reading the post may not interpret it correctly and have communicated the issue inaccurately on this forum.

No, actually there is a certain way OBD2 computers work and there are not always multiple ways to do things. Some things, there is only a right and wrong way. And the person posted a link to the HPT forums where he got his explaination of how the VE tables worked and what they affected and it was all wrong.

The only thing I don't like about DHP is it is not a free forum. HPT is. Since many here are know-it-alls (and many there are know-it-alls too), it would be very easy for someone to go and post their take on the subject. Funny, how I have never seen anyone from here post on that site, saying someone is wrong. Unfortunately, I can only take your word on it that DHP people know what they are talking about since I'm not one of the select few to be able to read the forum.

It is a free forum in that you don't have to pay for it. It's actually hosted on another forum and the rest of that forum IS in fact public. It's only the DHP section that is available only to DHP users and I see no problem with that. There is a lot of info in there that is sensitive to DHP or DHP users so why should they make it all public? Just because you feel like it?

[Sprucegagt]

The only thing I don't like about DHP is it is not a free forum. HPT is. Since many here are know-it-alls (and many there are know-it-alls too), it would be very easy for someone to go and post their take on the subject. Funny, how I have never seen anyone from here post on that site, saying someone is wrong. Unfortunately, I can only take your word on it that DHP people know what they are talking about since I'm not one of the select few to be able to read the forum.


The horist site is no longer free either. So what's your point?

[xonelith]

Horist site only contains hpt files (which only hpt users can read). It's similar to a dhp bin file. Having access to this isn't what I'm talking about, having access to the valueable information regarding what to tune and how to tune it is what my point is...

What is your point?

[xonelith]

Just because you feel like it?

Yes

[Sprucegagt]

Horist site only contains hpt files (which only hpt users can read). It's similar to a dhp bin file. Having access to this isn't what I'm talking about, having access to the valueable information regarding what to tune and how to tune it is what my point is...

What is your point?

Actually the horist site had bin files that either software could open as long as it was mapped first. I know the Bin files are actually the same. The PCM operates from only one OS ID (Bin file) regardless of what software is trying to read it. HP just encrypts their's (I think) so it gets the .hpt extention.

Yes it is valuable to have access to different tunes, both stock and modified. It should be very obvious. I use 01 GA code in my 00 thanks to this reason.

But back to my question. What is your point? If it's to try and get knowledgable people from both parties to work together, then there is a problem. That problem is a lot of the information from both parties is proprietary. They don't want that information just given out so others can steal it.

[xonelith]

Actually the horist site had bin files that either software could open as long as it was mapped first. I know the Bin files are actually the same. The PCM operates from only one OS ID (Bin file) regardless of what software is trying to read it. HP just encrypts their's (I think) so it gets the .hpt extention.

Yes it is valuable to have access to different tunes, both stock and modified. It should be very obvious. I use 01 GA code in my 00 thanks to this reason.

I understand why you would want to see the files (it is obvious… I’m not a f’n idiot), and yes HP does encrypt their files. But my point is not to see others bins. I’m still learning how to tune, and I am more interested in HOW to tune than what the end result is (the end result is important too, but back to my point). Unlike some, I want to know WHAT I am changing and WHY. Something I have learned is that you can’t take what people say for granted, and make random changes cuz someone said so. You can only take the learning curve so far using the basic knowledge of FI and the limits of the computer. It’s nice to get confirmation from reputable sources or people who have tried things before attempting to become the guinea pig yourself.

But back to my question. What is your point? If it's to try and get knowledgable people from both parties to work together, then there is a problem. That problem is a lot of the information from both parties is proprietary. They don't want that information just given out so others can steal it.

So, how to adjust VE tables or IFR tables are proprietary? Why does HPT allow anyone to post/view on their site? Since I've never been able to access the DHP site, I don't really know what's there. I assume the proprietary information you refer to is actual code and programming that HPT could steal. Why would they share this information with end user? I agree with you, if that is what is shared.

I guess another point is, since you and Aaron know everything and the folks at DHP are helpful to you, suppose there is a post on HPT that you disagree with (ie the VE conversation discussed by Aaron above)? Why don't one of you wise people enlighten some of us, besides venting on the DHP or GAGT forum? Come to the HPT forum and post your opinion or findings.

Seems silly to me that we can't just work together to generalize what part of a tune one would need to adjust in order to get a certain result. Maybe, just maybe, the so called experts at HPT know what they are talking about and are helpful.... or maybe all the so called experts here at GAGT.com, just like to pretend that they know everything and in actual fact, know nothing and are afraid of being challenged by someone who might make them look dumb.

IDK... it's just my opinion

[TurboAlero]

here are some readings

[AaronGTR]

I guess another point is, since you and Aaron know everything and the folks at DHP are helpful to you, suppose there is a post on HPT that you disagree with (ie the VE conversation discussed by Aaron above)? Why don't one of you wise people enlighten some of us, besides venting on the DHP or GAGT forum? Come to the HPT forum and post your opinion or findings.

Seems silly to me that we can't just work together to generalize what part of a tune one would need to adjust in order to get a certain result. Maybe, just maybe, the so called experts at HPT know what they are talking about and are helpful.... or maybe all the so called experts here at GAGT.com, just like to pretend that they know everything and in actual fact, know nothing and are afraid of being challenged by someone who might make them look dumb.

IDK... it's just my opinion

Maybe because it's not my friggin' job to educate the people on some other forum using some other tuner. Do you think I sit at my computer all day doing just this? I have enough to do on top of learning how to tune properly myself. Guess, what... the information is out there for anyone who bothers to do the research. Hell, half the stuff in the tuner guide on the DHP forum is from outside sources and is just about the operation of obd2 computer systems. But when someone comes on here spouting incorrect info they got of HPT of course I'm going to challenge it. And don't give me any panzy ass excuses like "...or maybe all the so called experts here at GAGT.com, just like to pretend that they know everything and in actual fact, know nothing and are afraid of being challenged by someone who might make them look dumb." That's weak childish behavior dude. If you can't make a logical arguement to support your point of view, don't whine!

[xonelith]

Post deleted... it was panzy ass and childish

[Mendoza]

MMm, Now I have some prob with the tune, mmm becuase when I'm driving the car and go WOT and when I press the brake the engine stops I don't know why yet hihihi

Just when you press on the brake after WOT the engine stops? Or after you press in the clutch after WOT the engine stops? What do your o2's read at that point? I would check for possible boost leaks do a pressure test make sure you have zero leaks. Might want to consider recirculating your BOV maybe the computer thinks that air is going in the engine but is actually blowing into the open atmosphere. Just a thought. Where is your MAF located before or after the BOV?

[SpyhunteR]

Maybe because it's not my friggin' job to educate the people on some other forum using some other tuner. Do you think I sit at my computer all day doing just this? I have enough to do on top of learning how to tune properly myself. Guess, what... the information is out there for anyone who bothers to do the research. Hell, half the stuff in the tuner guide on the DHP forum is from outside sources and is just about the operation of obd2 computer systems. But when someone comes on here spouting incorrect info they got of HPT of course I'm going to challenge it. And don't give me any panzy ass excuses like "...or maybe all the so called experts here at GAGT.com, just like to pretend that they know everything and in actual fact, know nothing and are afraid of being challenged by someone who might make them look dumb." That's weak childish behavior dude. If you can't make a logical arguement to support your point of view, don't whine!

you get ass hurt easily.

[Sprucegagt]

here are some readings

It looks like your running way to lean. Do you have a wideband O2 in the car? If not, I would really advise you get one. Your knock I believe is due to being lean at WOT.

[TurboAlero]

MM, at first when I begane to tune the car, it was running a bit lean but I don't have a new scan now yet but it's running rich know, yeah I have a wide band from PLX.


When I go Wot and press the clutch, the engine stops, when I press the clutch know I will press a little gas.When I do that the engine doesn't stop. mmm The BOV is after the maf so I don't know if that is a prob..........


Know the car is idling @ 14.5/15 a/f and at WOT it's @11.5/13 a/f

[Sprucegagt]

I understand why you would want to see the files (it is obvious… I’m not a f’n idiot), and yes HP does encrypt their files. But my point is not to see others bins. I’m still learning how to tune, and I am more interested in HOW to tune than what the end result is (the end result is important too, but back to my point). Unlike some, I want to know WHAT I am changing and WHY. Something I have learned is that you can’t take what people say for granted, and make random changes cuz someone said so. You can only take the learning curve so far using the basic knowledge of FI and the limits of the computer. It’s nice to get confirmation from reputable sources or people who have tried things before attempting to become the guinea pig yourself.



So, how to adjust VE tables or IFR tables are proprietary? Why does HPT allow anyone to post/view on their site? Since I've never been able to access the DHP site, I don't really know what's there. I assume the proprietary information you refer to is actual code and programming that HPT could steal. Why would they share this information with end user? I agree with you, if that is what is shared.

I guess another point is, since you and Aaron know everything and the folks at DHP are helpful to you, suppose there is a post on HPT that you disagree with (ie the VE conversation discussed by Aaron above)? Why don't one of you wise people enlighten some of us, besides venting on the DHP or GAGT forum? Come to the HPT forum and post your opinion or findings.

Seems silly to me that we can't just work together to generalize what part of a tune one would need to adjust in order to get a certain result. Maybe, just maybe, the so called experts at HPT know what they are talking about and are helpful.... or maybe all the so called experts here at GAGT.com, just like to pretend that they know everything and in actual fact, know nothing and are afraid of being challenged by someone who might make them look dumb.

IDK... it's just my opinion

One of the ways DHP has learned some of its tuning methods is by looking at both old and new model year code for the GP. Seeing what has been changed and then asked "Why did they do that?" Sometimes you can figure it out on your own, others you ask the forum. That's why I liked the horist site. Sometimes there were GA files there that DHP doesn't have yet. I honestly can care less about a persons particular tune since it's just for their car and really can't apply to my car.

As for how to tune, isn't that what the HP forum is for? A gathering place where fellow HP tuners can get together and share knowledge? I understand the questions you have. Every tuner trying to learn asks the same things. So I don't understand why you can't find your answers there.

VE and IFR tuning is not proprietary. In fact the way DHP does VE tuning is rather simple. Unplug the MAF, copy the good fuel spark table to the bad fuel spark table and set PE enable to 100%. Then scan LTFT, MAP, FTC and KR. You then readjust the VE table based upon the LTFT % for each VE cell hit while scanning. We do not disable the O2 sensor because we want the car to run in closed loop. Why, because A) we want the car to still run after a MAF failure, B) help with the LTFT values when changing between Fuel Trim Cells and C) were not worried about WOT adjustments since we don't plan to run the car at WOT without a MAF. Plus, the forum found out that LTFT values stopped making large jumps between Fuel Trim Cells after a VE tune. Also gas mileage went up for some people.

Now, if your looking for us to start a fight over on the HP forums then forget it. I didn't become moderator here by starting pissing matches over on other forums. Also venting about HP is not allowed on the DHP site since HP can't defend itself there. All DHP members abide by this rule.

Now, if there is something that doesn't make sense to you on HP's site, then please post it here and we can discuss it here. I would be glad to help, along with others. I don't pretend to be a "know it all" cause I'm still learning this stuff everyday just like you. The only people that can ever claim to be "know it alls" about the PCM code are the GM engineers that wrote it.

[Sprucegagt]

MM, at first when I begane to tune the car, it was running a bit lean but I don't have a new scan now yet but it's running rich know, yeah I have a wide band from PLX.


When I go Wot and press the clutch, the engine stops, when I press the clutch know I will press a little gas.When I do that the engine doesn't stop. mmm The BOV is after the maf so I don't know if that is a prob..........


Know the car is idling @ 14.5/15 a/f and at WOT it's @11.5/13 a/f

That is part of your problem. The BOV must be before the MAF so that the engine doesn't flood itself with fuel when the BOV activates. The way you have it setup, the MAF is measuring incoming air that the engine never sees. That causes the engine to die when you push the clutch in with no gas.

[Mendoza]

^^^
Word
Your a/f ration looks good thats what i would shoot for around WOT and idle.

[TurboAlero]

Yeah I know, mmmm know I have to fine tune it and solf some bugs hihi.MMmm hows the timming is it good? or do I need to change it ?

[Sprucegagt]

Get your BOV and fuel issues fixed first so that you know fuel is not a problem. Then tackle timing. Personnally I'm not for sure if 15 degrees is okay at WOT or not for a turbo application. One of the other members here will have to speak up about this.

[TurboAlero]

OK cool I will do that first,,mmmm tomorow hopefully I will take some pic's of the engine.
I will change the BOV , put it before the MAF.
hopefully I will get all this done in this weekend, because I have to studie next week .

[AaronGTR]

Agreed^. You need to put the MAF inbetween the throttle body and the BOV. Get the stalling issues fixed first. That's probably whats causing it.

Start out tuning fuel. Get your AFR set at idle, then cruise and mid throttle, then WOT. Then worry about spark. What spark is good depends a lot on your setup and how much boost you're running. Just as an example, my last scan I was seeing 18 degrees of advance at WOT, 5700rpm, and 10,000+ Hz MAF signal. That was at 7psi of boost. I haven't touched the spark table yet either, and the AFR on my wideband was 11.3:1, so I can probably lean it out a little then play with timing. You just take it one step at a time.

Also, what is your injector flow set at? I'm using the same 42lb injectors and I found 198 mSec/gram was a good place to start out at. I have the same pump but not installed yet. What kind of fuel pressure are you running and what kind of regulator? The pump and your fuel pressure might change that number a bit. You want to try and adjust it so the LTFT's at idle are around +/- 2. It will probably change in other fuel trim cells, but a VE tune and MAF tuning fixes that. Hope that helps somehow.

[TurboAlero]

well I didn't change the stock fuel press yet so. MMm here's a pic of the fuel trim.

Yeah man thanks for the help, tomorow gonna start working on the car again

[AaronGTR]

Hmm, that doesn't really mean anything to me. Part of the problem with trying to help people with HPT... all their tables and charts look different. The DHP injector table uses different numbers, and unless I know what your chart looked like before it was modified, I can't even tell how much it changed.

Anyway, you'll definitely want to change the fuel pressure regulator if you haven't yet. The stock one doesn't work with boost. Also if your fuel pressure reaches 60psi or more (depends on boost again) that is hard on the pump and injectors, so you'll want to be able to turn down the base pressure and re-adjust your injector pulse.

[SpyhunteR]

Now, if there is something that doesn't make sense to you on HP's site, then please post it here and we can discuss it here. I would be glad to help, along with others. I don't pretend to be a "know it all" cause I'm still learning this stuff everyday just like you. The only people that can ever claim to be "know it alls" about the PCM code are the GM engineers that wrote it.


THEN TELL AARON TO NOT TELL EVERYBODY DHP DHP DHP DHP DHP DAMMIT!

*yawn*

[SpyhunteR]

Get your BOV and fuel issues fixed first so that you know fuel is not a problem. Then tackle timing. Personnally I'm not for sure if 15 degrees is okay at WOT or not for a turbo application. One of the other members here will have to speak up about this.

15 degrees shouldnt' be bad, well obviously except if he's seeing hella knock. There's post w/ a log of my 12.4 run, and honestly as untuned as I was, I had at most 6 degrees of knock. meh...

Def, fix the BOV part first.

[Mendoza]

6 degrees of knock would scare me hows your tuning coming along spy?

[SpyhunteR]

6 degrees of knock would scare me hows your tuning coming along spy?

It actually doesn't scare me so much. How's my tuning coming along? Slow, I had to deal with a malfunctioning laptop screen, and the car is back in the body shop for some retouching of botched jobs. School during the day has prevented me from hitting the dyno in a timely manner.

Definitely when it happens I'll make a huge post about it.

[AaronGTR]

THEN TELL AARON TO NOT TELL EVERYBODY DHP DHP DHP DHP DHP DAMMIT!

*yawn*

Take your skirt off already. lol

[SpyhunteR]

Take your skirt off already. lol

kiss me you fool.

[TurboAlero]

wahahah , whahah you're scaring me spy whahahahaaaaa!!!!

[Mendoza]

*Backs out of the room slowly*

[Sprucegagt]

*Runs out of the room while pushing Mendoza out of the way. Then grumbles that Mendoza is going to slow.* lol

[SikMindz]

*walks into post with some Hefty bags and Lysol disinfectant*

Hey...if you're going to do it at least be safe about it...

Anyways, for DHP at least- I'm still waiting for *someone* to finish up with their car so we can use the PowerTuner on mine. I def. need it.

[SpyhunteR]

*walks into post with some Hefty bags and Lysol disinfectant*

Hey...if you're going to do it at least be safe about it...



took you long enough.

[AleroB888]

... Unplug the MAF, copy the good fuel spark table to the bad fuel spark table and set PE enable to 100%. Then scan LTFT, MAP, FTC and KR. You then readjust the VE table based upon the LTFT % for each VE cell hit while scanning....

When I did this, I found a broad area of cells in the LTFT histogram that averaged about minus 7% . While the car was moving faster than about 10 MPH, all the cells were negative, less so as RPM increased. So I have some questions:

What would be a good starting point here? For example, scale the VE table downward by 5% in that area (multiply each cell by 0.95, I assume) and use the smoothing function to blend it?
What about the areas above 100 MAP in the VE table and the other cells that got no hits when scanned?
Changing a wide area in the VE table by 7% seems pretty drastic. What are some typical deviations you have seen on cars you have scanned?