Remember Me? What's New? Page 1 of 5 1 2 3 4 5 Last Jump to page: Results 1 to 20 of Thread Tools Show Printable Version. The bias is a very important part of making a open loop SD cars tune right at different air temps. But for the most part I think people are beating them selves to death with it. So here is my two cents on the topic. Maybe a dime. First off, I want to say that I am probably the biggest fan of GM's method for handling air temp. It's been around a long time, since the late 80's for the most part.
Once you learn how and why it works, you realize how powerful the simple little table is. It was genius. After you see how it works, you wonder how aftermarket computers, other manufactures, and things like TBI trucks with no IAT sensors do as good as they go.
AFR Target vs. VE Table
What we are concerned with is every thing in between. A value of 1. Any number in between representing a blend of the two temps.
So lets say we have a warmed up engine. If the value in the bias table was 1. If the value in the bias table was 0. Now you should understand what the numbers represent and why they need to be different at the different air flows. Now lets talk about how to setup a table and tune it. I always start my table, as mentioned above, with a value of 1. Here is what I usually use as a starting point on a LS1 car.
Starting at 1. Also in the picture is a slightly increased filter table so that the temp can change a little faster than stock. So lets do some examples of what is happening with the test data.
In the picture above you can see how the table effects calculated air temp in 3 engine conditions idle to WOT for 4 different temperature states Cold to Hot. In the past GM not only had a bias table for calculating the temp, but also a table that said how to change the fuel for each given temp. So lets look at the numbers.
Comparing the warm engine to the cold engine, you can see that there is a greater difference in the est. This means the cold engine will get more fuel correction at idle than it will at WOT.
To get the proper enrichment at idle on a cold engine, you would have to over fuel it at WOT. So how do we tune it? I know Carneb has been working with tuning the bias at the same time as the VE. I usually try to simplify it by changing the Bias, then just retuning the VE to accommodate the bias table. See how close it was and make changes again to the bias. Main thing to remember is that if at a certain air flow the PCM is over correcting with the IAT Gets richer when its cold, leaner when its warmmake the bias bigger.
If the PCM is under correcting Gets lean when its cold, and rich when its warmmake the bias number smaller. Now for the kicker.See all 18 photos. If you're reading this, there's a better-than-average chance you have a Mustang.
And unless you're one of the eight or nine hold-outs on the superiority of electronic fuel injection, you've most likely have had some form of interaction with tuning software or hardware for the Mustang. Sure, these programs are full of mysterious wizardry and black magic, but for the vast majority of enthusiasts, uploading a tune revision to a factory ECU is about as close as any of us will get to being a tuner. InFord support was aggressively ramped up.
This included an expansion in the list of Ford vehicles that became supported, as well as a complete overhaul of the Ford department within the company. Since then, HP Tuners has added almost every modern Ford. The company currently supports every Mustang from to and the only software solution that supports aftermarket supercharger calibrations.
HP Tuners' latest generation of hardware and software offers the fastest reads and writes, extremely feature-rich products, with ultra-competitive pricing. This versatile package provides you with the ease of use, data integrity, technical support, and high level of reliability HP Tuners is known for.
HP Tuners' years of success and experience in the automotive industry has given them, the competitive advantage to stay ahead of the market, innovate and adapt to future technologies first.
Continuing to develop an unprecedented product offering and the necessary technical support to back it up. With OEMs becoming increasingly more restrictive, and the calibrations becoming infinitely more complicated, HP Tuners has had enormous success in giving calibrators a simple, user-friendly interface to help the Mustang world make all the power its collective heart desires.
As the ECU for each generation of Mustang has gotten more complex, HP Tuners has quickly adapted, giving calibrators the tools needed to increase power and performance without breaking the bank for the themselves or their customers. Like every tuning solution available, HP Tuners consists of a software and hardware component.
At an extremely high level, the software allows your calibrator or you if you're into that kind of thing to change parameters in the calibration to alter the engine or transmission's function. At its most basic levels, this allows for changes to fuel, spark, and air mostly when referring to drive-by-wire throttle-body operation for the air portion.
It's a fancy way of turning screws on a carburetor or twisting a distributor. The software is everything. It's the connection between the ECU and the tuner the person, not the hardware. The hardware is simply the vehicle of delivery for the software.
We wanted to take a deeper look at what makes HP Tuners' software work. We hit the company up and got in touch with Eric Brooks, Vehicle Engineer, who has been a Ford tuning guru for as long as we can remember. One of the first things we asked is what makes HP Tuners stand apart from the other tuning solutions on the market? Brooks simply states, "Its ease of use. The software has the best graphical user interface. Its parameters are laid out in an easy-to-understand way, no matter what platform you are tuning.
Parameters are shown with proper descriptions and units, so you understand what you are changing. We also have the quickest flash times. A Mustang takes about a minute to reflash. On some engine controllers, we offer calibration only reflash. The actual file that gets flashed into the PCM is a mixture of code the ECU runs, and the calibrations variables things you change in the tuning software, like idle speed, timing, etc. Since you are only making calibration changes, we allow users to flash in just the calibration area of the file, and not the full file unless they want to.
This saves time. On some of the newer Ford controllers, the PCM supports compression, so the file that gets sent to the ECU is packaged like a zip fileso there is less data sent down, the PCM unpacks it.Welcome along to another one of our webinars.
This time we're going to be touching on a topic of how we can use the short term and long term fuel trims to help us optimise the calibration in our engine. And in this case we are dealing with late model GM vehicles. In this case we're in our Holden Commodore running a six litre L98 engine. Now first of all I need to deal with what is a short term and long term fuel trim and why can they be beneficial to us.
Well this is the built in closed loop control system. The car is fitted with narrow band O2 sensors or narrow band lambda sensors in the exhaust system and the ECU can monitor the output of these sensors. And this gives the ECU some information about what the air fuel ratio that the engine is actually running is likely to be. Now this allows the ECU to then make tuning changes. It can add or subtract fuel in order to get the air fuel ratio back on track.
One important aspect to note here though is that the vehicle that we're dealing with here, as with most of the GM vehicles, is fitted with what's reffered to as a narrow band O2 sensor or a narrow band lambda sensor. And this straight away means that there are some limitations on how useful that sensor is for our pusposes in the aftermarket.
The narrow band O2 sensors are only useful, as their name implies, across a very narrow range or narrow band of air fuel ratios. Specifically they are very accurate at Leaner or richer than the stoichiometric air fuel ratio, they are essentially useless to us.
So this is the first important point to take away from this webinar, is that you cannot hope to use a narrow band air fuel ratio sensor to fully tune your engine. It's going to be completely useless to you when you're at wide open throttle under power enrichment where you're going to be targeting a much richer air fuel ratio than stoichiometric.
You're just going to have no idea how rich you are away from stroichiometric, you're just going to hopefully know from the sensor that you are in fact richer than stoich. So that's the first thing, it's really important to understand in order to properly calibrate your vehicle, properly calibrate your ECU, you are going to need a wideband sensor.
And this sort of brings us to a question of if we're going to need the wideband sensor anyway, why worry about our short term and long term fuel trims? And this is a good point.Remember Me? What's New? Page 1 of 2 1 2 Last Jump to page: Results 1 to 20 of Thread: Fuel Trim Basics.
Thread Tools Show Printable Version. Fuel Trim Basics Just curious about fuel trims. If they are showing negative, what's going on and what does the engine need more or less of?
Same question for positive high numbers. Where would these changes be made? Of course, I'm talking here that it's been verified no exhaust or intake leaks.
I was running my 5. I changed all settings to 5. A bit of stalling and negative SFT's. Sorry, at work now, don't have a log file. Both the MAF curve and VE need to be re-calibrated if the trims are either way positive or way negative. Of course things like checking fuel pressure for 58psi and doing the intake vacuum leaks and exhaust leak check like you did should be done first.
Using a wideband o2 sensor is the fastest way to go about this. Either the MAF or the primary VE can be done first and both would be done in open loop with no fuel trims and closed loop disabled. Thanks guys. Looking at all these numbers and stuff is dizzying Thank gawd, I can always put it back afterwards.
I saved the last tune before changing it. NO WB.
Apparently not, correct? Tune and logs attached. Attached Files 5. Mods to the 5. If the engine is modded, fuel trim tuning is more work and takes longer.
You can do it but the wideband is faster and more accurate. Then you'd need it for wide open throttle anyway.VE Table. I've seen that before, but How does that correspond with the VE Table?
Is the AFR Target Table a correction factor table that makes finer adjustments to the VE Pulsewidth calculation or is it a closed loop type of tuning function that works independent of your VE table? I'm missing the connection somewhere.
It didn't! I think this should be under Understanding AFR. Once it has the Air mass value, it looks up the Fuel Aim table for the Lambda value, and calculates the amount of fuel mass versus air mass needed to get to the aimed for Lambda. This then generates the actual pulse width value the the injectors need to be opened for. Many people who don't understand the VE based fuel model concept can get into trouble with their tuning as it's quite important to follow the correct work flow during the tuning process otherwise you'll end up wasting time as you'll need to go back and re-do some of your work.
The example I'm thinking of here is that many tuners ignore the AFR target table and concentrate their tuning on the efficiency table. While you 'could' get the engine tuned like this, the resulting VE table won't represent the actual engine efficiency and you won't be able to make changes to your target AFR in the AFR target table like you could with a properly tuned VE model.
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Sign in here. Already have an account? Posts that are unanswered. Page 1. BlackRex Stephen Dean. February 1, at PM at PM.
Thanks, BlackRex. Thanks a lot for the clarification.
Tuning 101 with HP Tuners
February 2, at AM at AM. Simon Andre Simon. February 4, at AM at AM. Close Member Sign in Please enter your details below to sign into your account.Remember Me? What's New? Page 1 of 4 1 2 3 4 Last Jump to page: Results 1 to 20 of Thread: Let's discuss Transient Fuel.
Thread Tools Show Printable Version. Let's discuss Transient Fuel. Due to the port injection configuration of the LS1 engine, a model of fuel transfer from the injector to the cylinder is required. Fuel is not injected directly into the cylinder, but into the airstream aimed at the back of the inlet valve and port walls where it subsequently puddles and then boils off evaporates into the incoming airstream at a certain rate. The amount of fuel pudding and boiling must be accounted for to ensure optimum fuel delivery.
This is particularly true during throttle transients. During positive throttle MAP transients additional fuel must be injected than commanded to account for the fact that not all the fuel injected will make it into the cylinder. If additional fuel were not injected a lean condition would result as more fuel is puddling on the valve and port walls rather than entering the cylinder.
Conversely, during negative throttle MAP transients, less fuel needs to be injected than commanded to account for remaining fuel that is still boiling off the walls. If less fuel was not injected a rich condition would result.
Warmup Transient Fuel Correction Warmup Transient Correction also known as Stomp Compensation is used to add additional fuel to transients during engine startup conditions. This is to adjust for conditions of inlet port and valve components not being up to satisfactory temperature. Fuel Delta Min Increase: Minimum commanded fuel delta to add correction only compensate for reasonable sized transients.
Fuel Delta Limit: Negative transient fuel delta threshold to disable correction. Initial Time Decay Mult vs. ECT: Initial value for time decay multiplier factor. Time Decay Mult vs. Smaller numbers mean faster decay. Previous Correction Reduction vs. ECT: The previous correction value is reduced by this amount and added to the current correction calculations. ECT vs.
Cool Temp vs. MAP: Impact Factor gain vs. Last edited by 12secSS; at PM. Looking at the names, I don't see any of them that look like "pump shot volume" to me. Bunch of fancy qualification and so on but which of them would you twiddle, to make the AFR not-dip?
Presuming it were otherwise all enabled etc.HP Tuners AFR Error Correction Graph Setup
There are 2 main parts to this. The Fuel Evaporation part This is a model of how fast the fuel evaporates off the intake surfaces.Remember Me?
What's New? Results 1 to 17 of Thread: Silverado 5. Thread Tools Show Printable Version. Silverado 5. Anybody have any other suggestions as to what i could do to get some more power out of it? I do not have access to a wideband or dyno or anything like that. Your TQ Managment in the trans area is still on Also to delete your rear 02's for track purposes.
Last edited by frankmarroquin; at PM. Learning to tune Waiting to see the track Any updates on this? Working on PE tables and what not myself now. I normally don't post modified files on here, but the changes I made in this reflects the usual stock tune changes. The timing tables are good for 93 octane. Anything less you may get detonation at high loads cruising at a throttle transition. More cruise timing picks up a lot of mileage in these trucks, and usually offsets the cost of Anyways, just a few other changes in here that make a big difference over the previous file.
It's really not too aggressive, the GenIII truck motors take a lot of timing in stock and modified form. Typical 4. These motors virtually have no torque, so the midrange timing between 2k-4k helps a lot to get them moving. It's hard to tell on a really heavy vehicle like a crew cab HD, but in others it makes an apparent difference. The shift timing is a commanded timing, and the 60E really can't shift any faster than.
Between the modifiers and real world latencies the. Makes them more "crisp" along with the line pressure. Most stock trucks don't have corvette servos so the low load trans pressure added in the tune helps a lot with not slipping the when just playing around or when towing. With a corvette servo, it will firm the shift quite a bit but it's a safe comfortable level. Some stock transmissions from the factory will randomly react really well to the trans pressure changes.
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