Chris's tuning thread.

[KhellendrosxS]

Im opening this thread to chronicle my tuning progress and also to ask a few questions before I get started.

Using a DHP Powrtuner.

Im all but done with hooking up the supercharger and have my plugs, wires, and injectors swapped out for new goodies that others have used with success when they were boosting.

Ill spare you all the details but I was reading an old thread that showed the formula to tune for new injectors.
(new injector size - old injector size) / old injector size x 100 = % of change.

Say you're going from 22.5lb to 28lb injectors. You'd take 28-22.5 = 5.5, then divide 5.5/22.5= .2444_, then multiple by 100= 24.44% change. Subtract 24.44 from 100 and you get 75.56% so .7556 is what you multiple the IFR table by.

What I dont understand is why you take the percent change and subtract from 100. I want to have my injectors tuned properly before I do my CASE learn procedure (if thats the correct way of doing things). Which brings me to my next set of questions.

What is the procedure (ie, 1-2-3-4) for flashing my stock BIN onto my spare PCM, flashing the injector table, security relearn, CASE learn? I know that the car has to hit WOT to do the CASE but with the injectors swap do I have to have the IFR table set up first?

The spare PCM I just put in is from an 01 GT (same as my car) so hopefully I dont need to worry about frying it when I flash over the BIN file from my old PCM...

Thanks for your attention. I just dont want to brick it on my first try.

-edit-

Does the new PCM have to have my VIN flashed before I do anything else to it?

[lightningGA]

just curious if your use DHP or HPTuner?

[lvemy3100]

divide your old injector size by the new injector size to get the variance. For example: 22.5 / 42.5 = 0.529 So your new IFR table shall be 52.9% of the old table

now that you know that you need to figure what to set your fuel pressure at to for the new injectors as more than likely they require a slightly higher pressure to give the correct flow...

before I even bother trying to help further I need you to answer a question... are you using HPT or DHP? main reason is I only use DHP and if you are using HPT my help to you will be a little limited but I am sure that shouldnt be a huge deal...

[KhellendrosxS]

Sorry guys, Im using a DHP Powrtuner and Im using the 28lb/hr trailblazer injectors. So, Im up from 22.5 to the 28's, thats why I copy and pasted Arrons quote from an old thread.

-edit-

Updated original post to reflect the tuner used.

[Sprucegagt]

Im opening this thread to chronicle my tuning progress and also to ask a few questions before I get started.

Using a DHP Powrtuner.

Im all but done with hooking up the supercharger and have my plugs, wires, and injectors swapped out for new goodies that others have used with success when they were boosting.

Ill spare you all the details but I was reading an old thread that showed the formula to tune for new injectors.


What I dont understand is why you take the percent change and subtract from 100. I want to have my injectors tuned properly before I do my CASE learn procedure (if thats the correct way of doing things). Which brings me to my next set of questions.

What is the procedure (ie, 1-2-3-4) for flashing my stock BIN onto my spare PCM, flashing the injector table, security relearn, CASE learn? I know that the car has to hit WOT to do the CASE but with the injectors swap do I have to have the IFR table set up first?

The spare PCM I just put in is from an 01 GT (same as my car) so hopefully I dont need to worry about frying it when I flash over the BIN file from my old PCM...

Thanks for your attention. I just dont want to brick it on my first try.

-edit-

Does the new PCM have to have my VIN flashed before I do anything else to it?

Let's see if I can help you out.

1. When you get our injector % change, you multiply this by the current value in the IFR table. The formula that Mark posted is correct for getting your injector % change. Having this right before trying to start the car will make things easier. Your car may not start if it's not right.

2. Please read the Powrtuner manual to learn how to upload your first bin file. There is an important procedure you must follow. I think it also explains how to do a CASE learn through Powrtuner. If you don't have the manual, I can PM it to you.

3. Don't worry about the CASE learn as being one of the first things to do. Instead make sure you can read and upload first. In fact I would disable the SC before doing a CASE learn if your starting from scratch with a tune. Running in neutral and hitting the rev limiter while in boost is not a good thing.

4. Your going to want to lower your good fuel and mean best torque timing tables before starting your tune. I would contact tejohnson and see what he did for initial settings before trying to use the stock tables.

[lvemy3100]

here are some csv's from tejohnson's .bin... I have no clue why I still have this but just never deleted it... it was sent to me by a local who was chatting with todd about boosting his GA a few years back...

I have no clue exactly how old the tables are or how well they will work but I did a quick check and the values have been lowered in some areas so with any luck they will be ok to start with...

I ask that someone who isnt tired and has a few minutes check over the tables just to verify that it "should" work for a start...

[lvemy3100]

it wont let me upload the MBT table so if you want it I will have to email it to you... just send your email address to my pm box and I will send it in the morning

[Shock24Z]

The spare PCM I just put in is from an 01 GT (same as my car) so hopefully I dont need to worry about frying it when I flash over the BIN file from my old PCM...

Thanks for your attention. I just dont want to brick it on my first try.

-edit-

Does the new PCM have to have my VIN flashed before I do anything else to it?

Angrysk8r's car is running a pcm from a chevy venture (van with a 3400). It actually ran in park and reverse but died when put in drive. We flashed a 1.5 file for a GA to it (and tuned from there) and it still runs fine.

If you ever need additional pcm's, here is a compatibility chart.

http://www.powrtuner.com/index.php?act=attach&type=post&id=294

Also the VIN is only "cosmetic" and is up to you whether you want to mess with it or not. It won't effect the writing process or the functionality of the pcm.

[KhellendrosxS]

Thanks for all the replys so far. Im actually putting my tuning on hold till next weekend as my wife and I have to drive back to Toledo, OH for her first week back at UT Law. Unfortunately the only sensible place to work on my car for all of this was at her parents house which is an hour and a half away.

Ive sent PM's to all the people that needed them and found my copy of the tuner manual hiding on my drive so that wont be needed (thanks anyway Andy). Im going to re-read that and the tuner guide to get myself ready to go.

One thing Im still having a hard time grasping is how if I go from 22.5 lb/hr to 28 lb/hr = .8035 (80.35%) change while a 42.5 injector has less of a change. Shouldnt it be the other way around? A larger injector should affect the flow rate more than adding a slightly smaller injector IMO. Marks example in the second post states that a 42 lb/hr injector modifies the table by about 50%. Does anyone know what the pressure is for the trailblazer injectors? I havent seen it mentioned anywhere in regards to tuning. All I have seen is that they are a direct swap. Anyway, moving on.

I havent got any of my charge piping yet so there really isnt a chance of doing a CASE with the s/c blowing air into the motor. I may just calibrate my new MAF and throw that on the old bellows piece for doing that and then plumb the charger later. Samco says it will take 4-6 weeks for special order colors. Im routing the piping completely different than what it was supposed to be like. That has also led to moving the battery to the trunk.

I think thats all for now though. Thanks for the patience if Im not catching on quickly....

-quick edit-

So far from what Im reading I need to first flash my stock code onto the new PCM, modify the injector tables, modify the MAF tables (using the LS1 calibration file from DHP), modify good and bad fuel spark, modify mean best torque and then worry about security and CASE learns.

[AaronGTR]

What I dont understand is why you take the percent change and subtract from 100. I want to have my injectors tuned properly before I do my CASE learn procedure (if thats the correct way of doing things).

Because mathematically that is the correct way of doing it. There was a long thread about this on the PT forum which is where I got the information. You have to subtract the % of change from 100% to get what percentage the new injectors should be to multiply the old IFR table by.

divide your old injector size by the new injector size to get the variance. For example: 22.5 / 42.5 = 0.529 So your new IFR table shall be 52.9% of the old table

Let's see if I can help you out.

1. When you get our injector % change, you multiply this by the current value in the IFR table. The formula that Mark posted is correct for getting your injector % change. Having this right before trying to start the car will make things easier. Your car may not start if it's not right.

No, the formula Mark post isn't right. That gives you the difference between the old injectors and the new injectors (meaning the percentage one injector is of the other injector), not the percentage of change. That will not give you the correct IFR number. Unfortunately, the only time the formula doesn't work is when the new injectors are more than 100% bigger than the old injectors (because you end up with a negative number), in which case you just have to use the other formula to give you a starting point and tune the IFR table by trial and error watching the fuel trims until you get to an acceptable level to start VE and MAF tuning.



3. Don't worry about the CASE learn as being one of the first things to do. Instead make sure you can read and upload first. In fact I would disable the SC before doing a CASE learn if your starting from scratch with a tune. Running in neutral and hitting the rev limiter while in boost is not a good thing.

4. Your going to want to lower your good fuel and mean best torque timing tables before starting your tune. I would contact tejohnson and see what he did for initial settings before trying to use the stock tables.

I agree the CASE learn shouldn't be the first thing he needs to worry about. It has nothing to do with the SC though... it doesn't make any boost while in park or neutral. ;) As for the timing tables, they should be fine unless he's getting some crazy knock for some reason. Mine are still stock and I have zero issues. He needs to just get his fueling right first.

[lvemy3100]

...
No, the formula Mark post isn't right. That gives you the difference between the old injectors and the new injectors (meaning the percentage one injector is of the other injector), not the percentage of change. That will not give you the correct IFR number. Unfortunately, the only time the formula doesn't work is when the new injectors are more than 100% bigger than the old injectors (because you end up with a negative number), in which case you just have to use the other formula to give you a starting point and tune the IFR table by trial and error watching the fuel trims until you get to an acceptable level to start VE and MAF tuning.



Aaron- the formula I posted is correct.... I dont know why you have a hard time understanding why or how to use it correctly...

for example if you are going from 22.5 to 60lb injectors (for the sake of arguement)... obviously 60 is more than double 22.5 but....

22.5 / 60 = .375

so if your old table is such....

kPa 0 409.998392
kPa 10 409.998392
kPa 20 409.998392
kPa 30 409.998392
kPa 40 409.998392
kPa 50 409.998392
kPa 60 409.998392
kPa 70 409.998392
kPa 80 409.998392
kPa 90 409.998392
kPa 100 409.998392


your new table would be...

mSec/Gram
kPa 0 153.749397
kPa 10 153.749397
kPa 20 153.749397
kPa 30 153.749397
kPa 40 153.749397
kPa 50 153.749397
kPa 60 153.749397
kPa 70 153.749397
kPa 80 153.749397
kPa 90 153.749397
kPa 100 153.749397

[Sprucegagt]

I agree the CASE learn shouldn't be the first thing he needs to worry about. It has nothing to do with the SC though... it doesn't make any boost while in park or neutral. ;) As for the timing tables, they should be fine unless he's getting some crazy knock for some reason. Mine are still stock and I have zero issues. He needs to just get his fueling right first.

So you don't make boost at 4K rpm? I don't see where being in any gear makes a difference here.

[AaronGTR]

So you don't make boost at 4K rpm? I don't see where being in any gear makes a difference here.

Not in park or neutral, no I don't. I believe it's got something to do with the bypass valve, but it only makes boost when the car is in gear and under load.

[AaronGTR]

Aaron- the formula I posted is correct.... I dont know why you have a hard time understanding why or how to use it correctly...

No it's not correct. I have no problem understanding your formula. I understand that it's the percentage one injector is of the other. It doesn't give you the percentage of change which is the same percentage of change you need to multiply the IFR table by to get the correct scale change. Why can't you understand that? It's basic high school math. Read this thread and get back to me... http://www.powrtuner.com/index.php?showtopic=388

[lvemy3100]

did you happen to look at the date on that thread???

seriously no one is trying to put you down but alot of things have been figured out by users of the powrtuner forum since that thread was made...

maybe you should take a peak at Jerry H's tuning notebook since it seems like you havent yet and are relying on outdated info for tuning...

I am 99% sure someone posted a link to Jerry's Notebook on gagt somewhere but I am being lazy and dont feel like looking for it...

edit- here is a link to the PT forum where there is a PDF version available http://www.powrtuner.com/index.php?showtopic=6860&hl=notebook

EDIT: here is the info directly quoted
Hint #1: So, we know that the stock injectors are 36 pound, I have new, bigger 42.5
injectors. How do I calculate the perfect IFR for my car? Well, there is no ONE
perfect table for all cars, but here are a few tips... Stock injectors? STOCK IFR!
You have a GTP and are moving from 36 to 42.5 injectors? Math is your friend...
divide your old injector size by the new injector size to get the variance. For
example: 36 / 42.5 = 0.847. So... your new IFR table shall be 84.7% of the old table
(highlight all cells in the IFR table, right-click, select CUSTOM, click on
PERCENT, enter 84.7, click ok... Voila, your new IFR table near perfectly matched

[Sprucegagt]

Not in park or neutral, no I don't. I believe it's got something to do with the bypass valve, but it only makes boost when the car is in gear and under load.

What bypass valve? This is an RSM kit, not an Eaton.

[AaronGTR]

What bypass valve? This is an RSM kit, not an Eaton.

So it has a BOV instead of a bypass. I'm pretty sure they still don't make boost in neutral. Anyone with an RSM wanna chime in and verify?

[KhellendrosxS]

For everyones sake, Im leaving the s/c charge pipe undone when I do my CASE learn or Id definately be boosting.

Yes Aaron, the RSM uses a BOV but Im pretty sure as long as the throttle plate is open the BOV is not activated.

[AaronGTR]

did you happen to look at the date on that thread???

seriously no one is trying to put you down but alot of things have been figured out by users of the powrtuner forum since that thread was made...

maybe you should take a peak at Jerry H's tuning notebook since it seems like you havent yet and are relying on outdated info for tuning...

I am 99% sure someone posted a link to Jerry's Notebook on gagt somewhere but I am being lazy and dont feel like looking for it...

edit- here is a link to the PT forum where there is a PDF version available http://www.powrtuner.com/index.php?showtopic=6860&hl=notebook

EDIT: here is the info directly quoted
[/FONT]

So what? I don't care how old that thread is... it's still right. No one ever said it was wrong either. I don't understand how you can't understand the difference between percentage of actual change and percentage of injector sizes.

To change the IFR table properly you need to multiply it by the change in injector flow, not the percentage of one injector to another.


edit: and no, I haven't looked at jerry's notebook yet. Since he left us high and dry for so long, I had to figure things out for myself researching on the forum and other places. And just because it's in his notebook doesn't mean it's right either. He is not the end all say all of tuning.

[lvemy3100]

well he does it the way i did it before i ever even saw it posted.. all my custom tunes are great and I have over 2000 cars under my belt.. something tells me I know a little more about this than you do ;)

BTW- Jerry JUST left the PT forums so I have no clue where that comment came from about him leaving the community high and dry

[Shock24Z]

I'm gonna have to say +1 for Jerry's method it has worked out great for me. For what its worth I found that method to be the most popular on the DHP boards. The percent change method also seems logical to me but I haven't had firsthand experience with it so I really can't comment on it.

Plugging the given numbers into the two different formulas gives me only about a 4% difference with jerry's method giving richer values. You could try Jerry's method and if you find your LTFT's to be significantly negative then use the formula aaron gave instead.

Aaron I think you said it best in the powrtuner thread you linked to...

but I guess it doesn't matter as long as you get your LTFT's right huh.

There was a long thread about this on the PT forum which is where I got the information.

I would love to read this thread, assuming it's not the one you already posted... that thread didn't seem to give support as to why the percent change formula is correct over jerry's formula, which is what I would like to have explained to me.

[KhellendrosxS]

Thanks for the replys guys. I think Ill just do what Shock24Z said and if one doesnt work out well Ill try the other.

[AaronGTR]

well he does it the way i did it before i ever even saw it posted.. all my custom tunes are great and I have over 2000 cars under my belt.. something tells me I know a little more about this than you do ;)

BTW- Jerry JUST left the PT forums so I have no clue where that comment came from about him leaving the community high and dry

The comment about Jerry leaving people high and dry was from when he took his tuner notebook down for a long long time before a lot of people had a chance to look at it and wouldn't let anyone have access to it. There was no condensed source for a basic tuning procedure available so everyone had to figure it out for themselves by searching on the forum and asking questions. The only person on the forum at that time who was even willing to help answer my questions was Eddie.

I don't care how many tunes you've done either... changing injector size isn't rocket science so that argument holds about as much water as the one about the age of that thread. I've been on that forum as long or longer than you. The only person I know who had a 3400 version tuner before me was Todd. When that thread came about, many of the people where using your formula including Jerry and that was before he even had a tuning notebook on the forum. Most of the people who read that thread agreed that it seemed like the more correct way for calculating it. Others wanted to keep doing it the simpler way because it worked for them.

As Shock said, it only makes a small difference, so you might as well use the way the work best for you. In reality neither method produces a number that works 100% perfectly the first time, so I guess you might as well do less math. Just keep in mind the numbers it gives you aren't precisely correct and the IFR table with need further adjustment after you see your fuel trims.

[iceman]

Ok I just see some math problems here, not gonna get into the tuning, but % of change is not the same thing as percentage of .

Example.

Take the numbers 50 and 80

When growing 50 to 80, 50 is making a 60% change.

(80-50)/50 * 100 = 60% that means that 50 has grown by 60% of itself (60% of 50 is 30)



However

50 is 62.5% of 80 -- (50/80) * 100 = 62.5%


It makes sense to me that on your new values you want to use a percentage of the old values.

If you want to use the percentage of change that's fine but you can't do it like described in posts above, you take the equation above (new value - old value/ old value) * 100 = percentage ... plug in everything but the value you need and solve for that.

[Shock24Z]

Alright, I did some critical thinking and heres what I came up with.

First, I opened up bin file for a 99 GA and looked at the stock values in the IFR table (note: 99 GA's have 19.5 lb/hr injectors). The IFR values are 410 milliseconds per gram meaning it takes 410 milliseconds (or .410 seconds) to flow one gram.

Divide 1 gram by .410 seconds and you get ~2.44 grams / 1 second. I then googled "g/s to lb/hr" and was given "1 gram / second = 7.93664144 pounds / hr"

So I multiply our 2.44 (g/s) by 7.937 conversion factor and I'm given roughly 19.36 lb/hr... relatively close to the 19.5 we were shooting for and perhaps closer to what the injector actually flows.

Also, the thing to realize here is that our IFR table simply tells the pcm how much the injector flows... simple enough... so with this knowledge we should be able to see how close we are (in lb/hr) to the number we are shooting for.

When changing Angrysk8r's '99 (19.5 lb/hr) injectors to 36 lb/hr gtp injectors I used the aforementioned "jerry method".

So I multiplied our IFR table by 19.5/36 or .5417

.5417 * 410 = 222

So now we're telling the pcm the the injectors flow 1 gram every 222 milliseconds instead of the stock 1 gram every 410 milliseconds. Lets see how close this is to the target 36lb/hr.

1gram/.222seconds = 4.505grams/1second

Multiply our 4.505(g/s) by our conversion factor of 7.937 and we get ~35.75 lb/hr.

So as you can see the "jerry method" is relatively accurate and considering the stock IFR values are ~19.3lb/hr (according to my calculations) I think it's about as close as we'll get. I could go back and figure out what exact number in msec/gram is 36 lb/hr but i don't see it to be necessary, the car runs fine. Not to mention we don't know that the injectors we put in don't actually flow +/- .5 lb/hr.

Quickly, without in depth explanation, I'll show you the numbers for the "percent change method" for comparison given the same 19.5 to 36 lb/hr scenario.

((36-19.5)/(19.5))*100 = 84.62% change

100-84.62 = 15.38% (I don't like where this is going)

.1538 * 410 = 63.06

1/.06306 = 15.85 (grams/sec)

15.85*7.937= 125.86 lb/hr (Yikes!)

We obviously don't want to tell our pcm we have 125.86 lb/hr injectors unless we really do.

So, after you have calculated your new IFR values you can check to see how close they are to the lb/hr rate you are shooting for using the following formula.

NOTE: I'm not sure that HPtuners lists IFR values in milliseconds per gram like the powrtuner does...

(1/(IFR value/1000)) * 7.397 = IFR in lb/hr

[Sprucegagt]

You also have to remember that when we start tuning we want all the LTFT values to be negative(-). This indicates that the car is running rich and fuel needs to be pulled in order to provide a 14.7:1 mixture. Now with using "Jerrry's method" you'll see that the IFR number provided is a little under the actual value. This is a good thing because it means the injector is actually providing a little more than the PCM is expecting, thus insuring that the car will be rich.

[iceman]

Shock your math isn't right there.. If you want to use percentage of change you can't take that percentage and multiply by the flow #, you have to take that value and in the equation and solve for it instead of % of change (since % of change is known)



Which is why.. it's not only more simple to use the percentage of calculation, you've shown it to be accurate

[Shock24Z]

Shock your math isn't right there.. If you want to use percentage of change you can't take that percentage and multiply by the flow #, you have to take that value and in the equation and solve for it instead of % of change (since % of change is known)



Which is why.. it's not only more simple to use the percentage of calculation, you've shown it to be accurate


I followed the previous posted formula. Would you like to post the correct numbers?

[iceman]

OK so what I'm trying to say, need someone to double check, but

Percentage of change = 100 * x-y/x

Once you've figured out your percentage of change for old injector versus new, then you would solve for Y above, with X being old flow # and percentage of change being what you calculated..

You can't take your percentage of change and multiply by the flow # .. for that you would use percentage of , again two different things

[AaronGTR]

I followed the previous posted formula. Would you like to post the correct numbers?

I thought your math looked a little suspect too. You don't multiply the IFR number by the percentage of change. You subtract the percentage of change from 100 (as in 100%) and that is supposed to give you the percentage to multiple the IFR table by. I'm not sure if that gives the right number or not though... don't have time to check all the math right now.

As Seth said though, if you've shown the other method to work and it gives you a number close enough on the rich side for a little safety, then just use that method.

[Shock24Z]

You subtract the percentage of change from 100 (as in 100%) and that is supposed to give you the percentage to multiple the IFR table by.

I did that in this step


100-84.62 = 15.38% (I don't like where this is going)

[KhellendrosxS]

Ok, so I started to make up the BIN file Im going to flash over and got most of the stuff done and now I cant for the life of me find the LS1 MAF file. There is a file in my imports folder but every time I try to import it it give me an error saying that some other program is trying to access it. This cant be true because Ive rebooted now and its still coming up....

So has anyone got the LS1 table?

-edit-

For the ease of anyone else who gets into this thread I tried the Jerry method to go from 22.5 to 28 lb/hr. I ended up with an IFR of 298 but just to check the math I multiplied it to give me the lb/hr and ended up with 26.6 (target 28). Not close enough I thought so I just started plugging numbers into the msec/g and ended up with 290 ms/g = 27.36 lb/hr. This is still a little under the value I want so Im going to say its close enough till I see some LTFT numbers and at least make sure its on the rich side.

[AleroB888]

Ok, so I started to make up the BIN file Im going to flash over and got most of the stuff done and now I cant for the life of me find the LS1 MAF file. There is a file in my imports folder but every time I try to import it it give me an error saying that some other program is trying to access it. This cant be true because Ive rebooted now and its still coming up....

So has anyone got the LS1 table?

MAF Airflow vs. Output Frequency

2.46094 2.85938 3.28906 3.76563 4.29688 4.89063 5.53906 6.25000 7.02344 7.86719 8.77344 9.72656 10.73438 11.81250 12.97656 14.21875 15.56250 16.99219 18.51563 20.14844 21.89844 23.77344 25.78125 27.89844 30.10156 32.36719 34.71094 37.16406 39.71875 42.38281 45.18750 48.12500 51.19531 54.47656 58.02344 61.77344 65.71094 69.85156 74.10156 78.52344 83.10156 87.79688 92.71094 97.81250 103.15625 108.77344 114.57031 120.57031 126.75781 133.14063 139.70313 146.39063 153.27344 160.25781 167.51563 174.94531 182.64844 190.58594 198.76563 207.19531 215.89063 224.85938 234.10938 243.64063 253.48438 263.62500 274.09375 284.89063 296.03125 307.51563 319.36719 331.59375 344.19531 357.19531 370.60156 384.42969 398.67969 413.36719 428.51563 448.93750 463.38281

[KhellendrosxS]

Ouch, do I have to copy that into the table individually or can I put that into Excel and import it?

Also, if it makes any difference my table starts at 1500 Hz

[Sprucegagt]

If you can wait until this evening, I can post this from my laptop.

[lvemy3100]

here ya go

[KhellendrosxS]

Thanks Mark, youve been a big help so far, all the rest of you guys too. Im finally beginning to understand the theory behind this stuff!

[AaronGTR]

I did that in this step


Yeah, that gives you the percentage of change. That's not the number you multiple the table by. You multiply the table by the 84.62% because you want to new table to be 84.62% of the old one. Not 15.38%. That's where your numbers got all screwed up. Anyway, I still don't think 84% is the right number either. Somethings missing from the equation but I don't have time to figure it out right now.

[Shock24Z]

Originally Posted by ArronGTR
(new injector size - old injector size) / old injector size x 100 = % of change.

Say you're going from 22.5lb to 28lb injectors. You'd take 28-22.5 = 5.5, then divide 5.5/22.5= .2444_, then multiple by 100= 24.44% change. Subtract 24.44 from 100 and you get 75.56% so .7556 is what you multiple the IFR table by.

I thought I should be multiplying by 84.62% as well but after reading the part in bold up above I decided against it. I'm sure 84.62% would be far off as well.

[lvemy3100]

3600000 / Ifr = A
A / 453.5924 = PPH

PPH * 453.5924 = A
3600000 / A = IFR

[AleroB888]

Ouch, do I have to copy that into the table individually or can I put that into Excel and import it?

Also, if it makes any difference my table starts at 1500 Hz

If you hit the "quote" button under the post (as if to reply to the post), then copy the table out from between the quote tags, you can paste it into the HP tuners MAF table. At least it worked for me....

[Shock24Z]

3600000 / Ifr = A
A / 453.5924 = PPH

PPH * 453.5924 = A
3600000 / A = IFR

This works as well

[KhellendrosxS]

One last stupid newbie question....

When I started messing with the BIN file I pulled from my old PCM it saved as a .BIN file. This was the file I used to create what Im going to flash to the PCM later tonight when I get home. When I clicked on "Save As" I renamed it so I would know what it was and saved it as a .BIN. This morning I looked in the folder because I was going to check some stuff from Jerrys Guide and found the file is a .CLG file. Not only that but the file is only 120KB in size while my stock file and 1.5 file are both .BIN and 512 KB in size. WTF did I do wrong? I cant find anything about a CLG file on DHP or in the manual.

[Sprucegagt]

One last stupid newbie question....

When I started messing with the BIN file I pulled from my old PCM it saved as a .BIN file. This was the file I used to create what Im going to flash to the PCM later tonight when I get home. When I clicked on "Save As" I renamed it so I would know what it was and saved it as a .BIN. This morning I looked in the folder because I was going to check some stuff from Jerrys Guide and found the file is a .CLG file. Not only that but the file is only 120KB in size while my stock file and 1.5 file are both .BIN and 512 KB in size. WTF did I do wrong? I cant find anything about a CLG file on DHP or in the manual.

Look in your folder again, your BIN file is still there. What you found was the log file that PT automatically makes so you know what changes have been done to that particular BIN file.

[KhellendrosxS]

Look in your folder again, your BIN file is still there. What you found was the log file that PT automatically makes so you know what changes have been done to that particular BIN file.

I just found it. What a relief but boy do I feel stupid now.

[lightningGA]

How's the tuning coming along?

(Sorry..I'm just anxious to start my own boost project lol )

[KhellendrosxS]

Funny you should ask.

I had the supercharger on for all of 30 minutes and found out it was leaking oil around the blower so it came back off the car. We took the drive housing off the charger and replaced the gasket and sealed it with some aircraft sealant so now it wont leak but were waiting till Easter to put it on the car.

We also had an issue with the oil return that needed to be addressed so Im going to dig up a spare pan and get a bung welded onto it to make things easier when we hook it all back up again.

That all coupled with the fact that its really darn cold in OH right now so I dont know how well my tune would hold up in warmer weather is also keeping me from doing what I wanted. I did get some trans stuff messed with and my injectors seem to be in line from the few scans Ive done using Jerry's method. Other than that there isnt much to report.

[lightningGA]

Well I guess it's better to find that leak now on the cars down time then mid summer. Good luck with everything else.