4 more posts!! That's the difference between the 14000 posts and 2500. You can sum it all up in a sentence!

 

I'll get some exact numbers tomorrow.

 

man you definatky need more injector, im seeing 110% IDC with my green svo 50lb injectors and thats at 6200 rpms with 11psi. i have mototron 60lb injectors waiting to go in

 

yup bigger injector is a must!!!!!

 

I am seeing 93% at 6.5-7lbs at 5500rpm. Still a Tad rich like 11.0afr

 

You need SD, 03. It's easy.

 

My 2Bar map is in the mail And I have already been working on a base tune for it. I am going out of country this weekend for a couple weeks so I wont get to mess with it until I get home.

 

Here are two clickable images. For anybody not familiar with HP Tuners chart displays (the graph), the white vertical line indicates the point at which the numbers on the left are reading. I stopped it here to show the max IAT. The run started at 64°, air temperature was 50°. 81° after about 11 1/2 seconds at WOT. The other image shows the numbers at the peak before the gearchange on the chart. Any thoughts about 135% IDC? It is at 11.5:1 AFR. I don't understand where the KR is coming from, I'm going to see if it goes away with time, it did on earlier tunes. I'm going to back the shiftpoints down, it seems to peak at 5300-5500, it's hard to tell, the power curve is so flat. It just seems abusive to run it above there, even though it sounds cool. It is still at 118-120% at 5300, though. Will it really hurt anything if the IDC is above 100% for such a narrow portion of the power band, and for such rare occasions when I rev it out that far?

 

As long as your AFR is in line you should be ok but, it's probably not the greatest for the injectors when they run wide open like that. Of course that is only at WOT so it's not for very long most of the time.

I would definately be very careful about turning up the shift points with those injectors though. They are just dumping fuel right now and with the rpms turned up there will be less time for that fuel to get into the cylinder so your AFR could rise rapidly.

I think you've reached a point where you need to look real hard at swapping in a bigger set of injectors before looking for more power.

Oh, and I knew there was a reason I liked simple FMICs. LOL Those temps are great.

 

I can't see the table link. But the graph link...your afr is 10.72. Are you sure it isn't commanded AFR that you keep referring to as 11.5. 10.72 would explain crazy IDC#'s for your setup.

That was #1, #2...I see you MAF reading 59.87lbs and you have a kpa of 178.3kpa which converts to 25.86psi which converts to 11.36#'s of boost. Your MAF is maxing out but yet you are 2bar right? DO you have custom hertz fail # for your MAF? When does your MAF fail and put you into SD? I ask cuz if you haven't tuned your upper ve table and the maf is failing your pcm is referencing the ve table(SD) for air calcs, hence fueling needs along with the BE multiplier. This might explain the HUGE rich effect. Better than lean, but just a thought.

See how your AFR starts to go rich as you climb to the top of the gear...I bet ya you are in SD and your VE table is just pig rich(not really since it is referencing air, but you get my point) So, if your maf is failing at 178kpa, check out your 180kpa row...just a little high.Just my take, but kill the MAF and do some WOT SD tuning. Then put the maf back if you want. Or just make the maf fail earlier and do some upper ve table tuning.

It appears to me your power curve is flat cuz you are too rich to make power.