Indeed.

Running excessively rich is the safe way to do it. I've tried (and wish I could) run 12.1:1 with my radix, and it runs great, but a slight variation in fuel quality induces audible knock very quickly. More fuel = slower, cooler burn, requiring more timing be run to make the same power, but a lousy tank of gas doesn't have as extreme of an adverse effect (in my experience), since the extra cooling factor exists.

 

here here

on the low idc, that's tons of meth pouring in. big jet of meth.

http://www.metacafe.com/watch/144974...njection_test/

I don't remember the jet size, a dual jet system would be better in my opinion after owning this huge jet. staging and progressive would be kick ***.

i have stock radix injectors. 42's. w/o the meth (which is how I drive on the street my rpm controller died-that meth is impossible to tune without some sort of control beside just boost) on the street I see 90ish to high 90's in the IDC department. I'll post up a scan once I get my laptop back in the house.

I think parish found more success on the dyno with a little richer setup and more boost and more timing rather than letting the higher afr and heat help with cylinder pressures. I agree on why the 11.5 is fine. I actually shoot for 11.7 to 11.9 on the street. Usually end up being 2% off, so I see 11.5 to 11.7 alot. To many variables to drive your everyday racing sled (LOL) at 12.1:1. Hell just the other day my WOT was seeing 12.1. Today it's seeing 11.68. Seems to run stronger with the 11.68. SEEMS. Imagine if I was shooting for 12.1 and then went +3% due to whatever.

 

Okay, now that the rain is gone and everything is dried up, i think i will get out this afternoon and do my MAF calibration. I will report back when im done.

Oh, by the way...i managed to put a little more into the "truck account" last week. All the funds are in place for the intercooler....i should be placing the order within the week....

 

I gave this a shot yesterday evening and im not sure if i did something incorrect but i actually had to increase the MAF by 15% to get it to read below 1.0 while doing the test. This resulted in a 12.5x AFR while cruising and a 10.3x AFR when in PE. These are the settings i used:

B0120 = 400
B3313 = 140
B3801 = disable
B4205 = 283.9
B4206 = Disable
Increase entire MAF table by 15%.

Even at a 15% increase in my MAF table i was still getting readings over 1.0 when above 11,000Hz. Im going to attach a sreenshot of my MAF curve. Another thing that is wierd is that the smallest changes effect my KR. After i loaded my tune back up with the new MAF curve, i was getting KR back in the log where it wasnt before. I had a tough time filling in the cells above 10,500Hz because when im just easing into the throttle, i am 110mph before i hit 11,000Hz...LOL. Not to many roads around here that will let me get to 110 for more than 3 seconds. I tell you what though, this thing goes from 75mph to 110mph fast as hell!

One thing that scared the bejesus out of me was i was about 90% TPS and climbing slowly, IDC was about 90%, and my AFR was about 10.35. For no reason, my AFR shot to 16.50, my BEN factor shot to 1.4 and my IDC fell to 55%. All this while i was still holding about 90% TPS. Remember, i am still +15% on my MAF curve during this calibration. That time i heard the pinging and let right out of it, still no idea why it did that (Fuel pump?). I am posting a screeen shot of that one too.

Assuming i have my settings correct, i am going to try to do another MAF calibration this weekend and see if it works any better. I did not want to increase the MAF any more than 15%, but i dont know why my BEN's go high when i get above 10,500 or 11,000Hz.

Also, before i copy and fill with labels from the MAP, do i use the high, low, or average data from the table? I used average.

 

you have a FP gauge? I may be wrong, but if the IDC drops, then the pcm is telling the injectors to do that. If you lose FP, the IDC should still be 90%. The commands are there, just no fuel. If it was the pump. I am not sure about that though. When my pump went bad I only was able to troubleshoot it through afr and fp gauge.

 

yes, i got a FP gauge. But i did not look up at it when this happened, i was looking over at the laptop. I am usually about 60psi at idle and it goes up to about 68psi at WOT.Thats the only time that has ever happened, and I have to assume it had something to do with the settings i made to calibrate the MAF. I have been well beyond those levels of MAF/Hz, IDC, RPM, and such so it doesnt make sense. I was up around 1.65 g/cyl though. Isn't there a fuel pressure PID in EFILive...

 

Yep. Commanded would stay the same but AFR would climb.

For situations like this Jim, I'd set up an alarm on my BEN factor gauge to trip at values above 1.2 and one on KR to trip above 3. That way if you do climb up like this and you're not paying attention to the screen, it'll alert you and you can pop off the throttle before any damage occurs.

Now that you have some MAF data relative to BENs, set up your MAP in the scanner with the file I linked you. Copy and fill with labels, then paste and multiply with labels onto your MAF calibration. Should bring you close to commanded.

Also, I'd suggest you read through the AutoVE tutorial to get a sense for how this works exactly. It should help understand a bit more.

Can you post up the entire log and tune or send it to me via email so I can try and figure out why you went so lean?

 

Only for diesel's

You can set it up as an externl hookup though. Takes a bit of work, but one of the efi forum members has done it and posted up his calc'd PID.

 

LOL, i was just kidding, but thats cool to know...i will do a search over there. Give me a few minutes and i will get you the log and tune file.

 

That is what i did. I wasnt sure whether to copy the average, low limit, or max....so i copied the averages from that MAP. I then pasted and multiplied with labels into the MAF table and it gave me a rough looking curve from about 10,000Hz and up. You can see the screen shot i took of it a few posts back. It also introduced some KR back into the log as well, when i reflashed back to the other tune file, the KR went away. Thats what i meant earlier when i said it seems like very small changes effect my KR in strange ways. I will get the logs Emailed to you in a few minutes Justin.