FI Tuning... table help
Thread Starter
Pro
Joined: Jun 2002
Posts: 580
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From: Boise ID
FI Tuning... table help
I wanted to get something put together to see some tunes that people are doing for the A&A FMIC. I am still having problems with my tune, even after disabling DFCO and idle tables.
Would someone mind posting their timing and IFR tables from a good tune of a A&A kit?
I am running the 42lb'ers that Andy sent. Here are my steps:
1. Disable MAF over freq PID, CAT OT, TQ Man.
2. Adjust IFR for 42's
3. Modify High Octane table to 16*
4. Copy high octane to low octane
5. Do 20 mnutre driving run to dial in LTFT and IFR.
6. Adjust IFR table.
7. Do WOT PE Run with wideband.
8. Correct PE table
9. Do WOT PE Run with wideband.
10. Verify / Adjust PE table.
Am I missing anything? I think it's my timing table that is causing the bucking. My timing at part throttle loolks like a jigsaw.
Would someone mind posting their timing and IFR tables from a good tune of a A&A kit?
I am running the 42lb'ers that Andy sent. Here are my steps:
1. Disable MAF over freq PID, CAT OT, TQ Man.
2. Adjust IFR for 42's
3. Modify High Octane table to 16*
4. Copy high octane to low octane
5. Do 20 mnutre driving run to dial in LTFT and IFR.
6. Adjust IFR table.
7. Do WOT PE Run with wideband.
8. Correct PE table
9. Do WOT PE Run with wideband.
10. Verify / Adjust PE table.
Am I missing anything? I think it's my timing table that is causing the bucking. My timing at part throttle loolks like a jigsaw.
Melting Slicks
Joined: Mar 2002
Posts: 2,931
Likes: 2
From: Tx
You need to provide more info.
What are your mods.... What is the car doing that you don't like?
What do you mean by disable idle and DFCO tables. There are many tables related to each of those.
What did you do here: "Modify High Octane table to 16*"
You should only being doing this in the high g/cyl cells (mostly above .80)
What are your mods.... What is the car doing that you don't like?
What do you mean by disable idle and DFCO tables. There are many tables related to each of those.
What did you do here: "Modify High Octane table to 16*"
You should only being doing this in the high g/cyl cells (mostly above .80)
Thread Starter
Pro
Joined: Jun 2002
Posts: 580
Likes: 0
From: Boise ID
Well A&A sent me a LS1 edit file to look over for my 99. Which is fantastic. But it looks like the version of LS1 edit I have (1.2.0.0) just won't run under XP, even in compatibility mode.
If someone could help I would greatly appreciate it.
brian.weatherhead@wgint.com
If someone could help I would greatly appreciate it.
brian.weatherhead@wgint.com
Premium Supporting Vendor
Joined: Mar 2001
Posts: 5,241
Likes: 21
From: Knoxville Tennessee
Hey...
Take this for what it is worth.. but you are not doing this right.
IFR is a global and STATIC parameter.
If the car has 42# injectors, then the IFR table needs to reflect that, period.
There are two methods you can go about for tuning this.
1. Scaling the MAF
2. Disable the MAF and correct the VE table.
Method 1 is much easier and netted me 575 RWHP and 475 RWT on my ZO6. With moderate timing you should easily be able to get to 525 RWHP.
I have the same kit on my car with 60# injectors and a 97 fuel system.
Please confirm you have a wideband as well?
You said you are using LS1 Edit?
Assuming you have all of the appropriate tables corrected to prevent a 1514 error, etc. you need to also do the following:
1. Copy the low octane table to the high octane table. (this will get timing down enough if you accidentally go into boost you will be ok)
2. Drive around for the 20 minutes or so that you did before, more time is better. I usually go for about 40 minutes... drive around in traffic, etc, try to hit as many cells as possible.
3. When you are logging you need the following:
a. LTFT - both banks
b. MAF Frequency
c. MAF flow (lb/min or g/sec, either is ok)
4. You than take this data to scale the MAF. My work is right here:
www.usionline.net/051805.xls
What you do is take your data and set up an offset for the MAF table.
If the LTFT correction at say 2000 Hz is 6%, then your correction factor is 1.06, get it? From this you scale the MAF reading you got. For example if you got 8.0 at 2000 Hz and your correction factor is 1.06 your new scaled reading at 2000 Hz is 8 x 1.06 or 8.48, make sense?
You end up taking all of these local averages and putting them in a pivot table. From this pivot table you make a graph. From this graph you do a best fit polynomial. 5th order is more than enough. From this polynomial you take your stock MAF table Frequency readings and you calculate new flow rates from the formula you created.
Everything you need to use is there.. and this web site has some more tutorial.
http://ls1edit.slowcar.net/tuning.html
If you cannot figure it out or I lost you.. sorry, you are on your own...
OK OK.. just kidding.. you can take about 30 - 40 minutes of data and send it to me I can make a new MAF table for you to get started.
IT IS OF THE UTMOST IMPORTANCE THAT ONCE YOU SET YOUR IFR TABLE YOU DO NOT TOUCH IT ONCE YOU START TUNING!!!!
If you start touching after you have set up other things you might as well start over.
Sorry for the long post.. hope it is worth your time. Again please confirm you have a wideband oxygen sensor. If you don't, get one, don't waste you time tuning without it. You can do the part throttle stuff fine.
Also.. don't touch the PE table until you have the LTFT's in order.
Take this for what it is worth.. but you are not doing this right.
IFR is a global and STATIC parameter.
If the car has 42# injectors, then the IFR table needs to reflect that, period.
There are two methods you can go about for tuning this.
1. Scaling the MAF
2. Disable the MAF and correct the VE table.
Method 1 is much easier and netted me 575 RWHP and 475 RWT on my ZO6. With moderate timing you should easily be able to get to 525 RWHP.
I have the same kit on my car with 60# injectors and a 97 fuel system.
Please confirm you have a wideband as well?
You said you are using LS1 Edit?
Assuming you have all of the appropriate tables corrected to prevent a 1514 error, etc. you need to also do the following:
1. Copy the low octane table to the high octane table. (this will get timing down enough if you accidentally go into boost you will be ok)
2. Drive around for the 20 minutes or so that you did before, more time is better. I usually go for about 40 minutes... drive around in traffic, etc, try to hit as many cells as possible.
3. When you are logging you need the following:
a. LTFT - both banks
b. MAF Frequency
c. MAF flow (lb/min or g/sec, either is ok)
4. You than take this data to scale the MAF. My work is right here:
www.usionline.net/051805.xls
What you do is take your data and set up an offset for the MAF table.
If the LTFT correction at say 2000 Hz is 6%, then your correction factor is 1.06, get it? From this you scale the MAF reading you got. For example if you got 8.0 at 2000 Hz and your correction factor is 1.06 your new scaled reading at 2000 Hz is 8 x 1.06 or 8.48, make sense?
You end up taking all of these local averages and putting them in a pivot table. From this pivot table you make a graph. From this graph you do a best fit polynomial. 5th order is more than enough. From this polynomial you take your stock MAF table Frequency readings and you calculate new flow rates from the formula you created.
Everything you need to use is there.. and this web site has some more tutorial.
http://ls1edit.slowcar.net/tuning.html
If you cannot figure it out or I lost you.. sorry, you are on your own...
OK OK.. just kidding.. you can take about 30 - 40 minutes of data and send it to me I can make a new MAF table for you to get started.
IT IS OF THE UTMOST IMPORTANCE THAT ONCE YOU SET YOUR IFR TABLE YOU DO NOT TOUCH IT ONCE YOU START TUNING!!!!
If you start touching after you have set up other things you might as well start over.
Sorry for the long post.. hope it is worth your time. Again please confirm you have a wideband oxygen sensor. If you don't, get one, don't waste you time tuning without it. You can do the part throttle stuff fine.
Also.. don't touch the PE table until you have the LTFT's in order.
