Lean tip in is actually a timing issue?
Nov 6, 2016 | 09:34 PM
#11
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From: Somewhere north of 285, south of 985.
I had to look up makeup injection target on VCM Editor. Like a lot of things in HP Tuners, the explanations aren't very explanatory. Reference periods after boundary vs engine coolant temperature. 0.00 to 8.00. Makeup target on a stock 2002 6.0 pickup tune is 5.55 across the board, normal target ranges from 2.55 to 5.55 according to temp.
How do Ken and me decide how to adjust the makeup target?
How do Ken and me decide how to adjust the makeup target?
Nov 9, 2016 | 11:37 AM
#12
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Launching!
Joined: Jan 2005
Posts: 293
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From: Phoenix
For me I just messed with it based on a huge thread over on the HP Tuners forum about it. I think I ended up at 6.1 on my own and then someone helped me with the spreadsheet (thanks madmann) and I ended up at 6.18 I believe but I have a pretty big cam.
They say you can't really get it accurate calculation since the size of the injector affect inj pulse width end point and the best way to figure it out is to sit on a dyno and adjust for low end torque. I think for the later ECU's they can adjust the makeup based on RPM so you can tune it up top too, but they also say that up top it has a smaller affect because of the mass of fuel being sprayed has negligible gains or losses.
I tuned it because of exhaust smell at idle smelled like raw fuel and it made a pretty big difference. The smell almost completely went away and my perceived drivability was better too. The old butt dyno as they say.
But alas - that didn't help with the lean tip in for me and I still have a tiny stumble off idle in certain scenarios. When I get motivated to do more tuning on it maybe I'll try to go after it some more, but I have it tuned well enough that it's not too terrible once warmed up.
They say you can't really get it accurate calculation since the size of the injector affect inj pulse width end point and the best way to figure it out is to sit on a dyno and adjust for low end torque. I think for the later ECU's they can adjust the makeup based on RPM so you can tune it up top too, but they also say that up top it has a smaller affect because of the mass of fuel being sprayed has negligible gains or losses.
I tuned it because of exhaust smell at idle smelled like raw fuel and it made a pretty big difference. The smell almost completely went away and my perceived drivability was better too. The old butt dyno as they say.
But alas - that didn't help with the lean tip in for me and I still have a tiny stumble off idle in certain scenarios. When I get motivated to do more tuning on it maybe I'll try to go after it some more, but I have it tuned well enough that it's not too terrible once warmed up.
Nov 9, 2016 | 11:46 AM
#13
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iTrader: (7)
Joined: Feb 2013
Posts: 2,985
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From: Somewhere north of 285, south of 985.
For me I just messed with it based on a huge thread over on the HP Tuners forum about it. I think I ended up at 6.1 on my own and then someone helped me with the spreadsheet (thanks madmann) and I ended up at 6.18 I believe but I have a pretty big cam.
They say you can't really get it accurate calculation since the size of the injector affect inj pulse width end point and the best way to figure it out is to sit on a dyno and adjust for low end torque. I think for the later ECU's they can adjust the makeup based on RPM so you can tune it up top too, but they also say that up top it has a smaller affect because of the mass of fuel being sprayed has negligible gains or losses.
I tuned it because of exhaust smell at idle smelled like raw fuel and it made a pretty big difference. The smell almost completely went away and my perceived drivability was better too. The old butt dyno as they say.
But alas - that didn't help with the lean tip in for me and I still have a tiny stumble off idle in certain scenarios. When I get motivated to do more tuning on it maybe I'll try to go after it some more, but I have it tuned well enough that it's not too terrible once warmed up.
They say you can't really get it accurate calculation since the size of the injector affect inj pulse width end point and the best way to figure it out is to sit on a dyno and adjust for low end torque. I think for the later ECU's they can adjust the makeup based on RPM so you can tune it up top too, but they also say that up top it has a smaller affect because of the mass of fuel being sprayed has negligible gains or losses.
I tuned it because of exhaust smell at idle smelled like raw fuel and it made a pretty big difference. The smell almost completely went away and my perceived drivability was better too. The old butt dyno as they say.
But alas - that didn't help with the lean tip in for me and I still have a tiny stumble off idle in certain scenarios. When I get motivated to do more tuning on it maybe I'll try to go after it some more, but I have it tuned well enough that it's not too terrible once warmed up.
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