It means the MAP (and therefor the VE Table) will read all the way to 2bar (29psi) instead of stopping at 0bar (atmospheric) like it does now

I've got no problem with this going slightly off-topic, this is one of the best discussions on this I've seen....keep it up

 

I think a 2 bar MAP reads to 14.5 psi boost and a 3 bar MAP reads to 29 psi boost and both read 14.5 psi of vacuum at sea level.

 

HPT does have what you suggested. 1Bar SD Enhancement does the following.
- Both Octane Tables re-enabled.
- Secondary VE table removed (if equipped)
- VE Multiplyer table added. (VE vs. TPS multiplyer, adds one more level of fueling precision)

 

boost yes. Yelo is just talking manifold pressure all together though. Leaving it up to us to subtract 14.5 for boost.

0 to 100kpa is 14.5
100 to 200kpa is another 14.5(boost)

together equalling 29psi.

You are correct mort, just thinking boost not MAP.

 

I really miss this table in 2bar. The ugly +'s from quick transition into the high MAP low RPM is so handled by this.

 

After re-reading what I typed I'm suprised ANYONE understood that...thanks for getting my back there Dew !!

 

So back to this thread. I have been VE tuning for a week...week and a half. Using alot of different methods. Slow smooth throttle transitions. 1st gear, 2nd gear, 4th, converter locked, increased decimal place, yiddy yaddy blah blah.

1200 to 2000rpm MAP of about 90 to 120 is killing me. It is NEVER the same. +10 one day, -12 the next, on the way home today, +18. I know I know, you have to do quick throttle transition to even get into these cells, buts that me, that's my driving style. I get about 15 to 25 hits in those cells on a 60 minute drive. 70% back roads and 30% highway. I miss the 1 Bar VE modifier table. I could fix this with that. I do notice that maybe a little adjustment to my downshifting properties could possibly keep me out these cells. Low RPM and HIGH AMP does usually come from to tall of a gear scenario.

Anybody with experience of avoid these cells? You know if I shoot for an average in those cells I WILL get knock.

 

I dont want to just butt in on this discussion, but I think I am have a similar issue as Dew.

My problem is that I keep getting up to 8* of KR between 1200 ans 2500 rpm. It happens when going between 60 and 75 mph and I give it a little throttle, but not enough to downshift.

I have been *attemping* to tune my VE table by disabling the MAF(setting fail freq. to 0) and logging my LTFT and adjusting those.

Do you guys think my problem is timing, or is it my VE?

 

BTW I read Yelo's thread about VE changes, and I though I had found my problem. But I didnt and now with my new Muffler I had to retune my VE. and Im still getting KR. But none is audible.

My timing is not much higher than stock(mabye 1 or 2*) so I dont think my problem is spark. My LTFT's are good so far also. And I am not in PE becaus eI have it disabled.

Ig Im doing something wrong here, enlighten me please. I am new to tuning and have a tough time understanding a lot of the threads floating around about how to do this stuff, but Ive learned alot in the past two weeks.

 

My thought on that would be timing. When you're lugging the engine, you don't want to overtime it. My T/A would get big KR spikes in high gear, 1800rpms if I gave it a lot of gas. Wasn't lean, just too much timing.