I have been messing around with the transient/dynamic settings... I noticed that with stock settings it would go WAY rich right at WOT.... So i started messing with the settings...

From my logs Impact Factor WOT (B3407) is the amount of air right at the throttle transition, a large amount of air translates into a Rich AFR... A higher number in this table means more air (more air means richer mixture). The Evaporation Time WOT (B3403) is the duration of the shot of air, meaning a how long the initial burst of air sticks around. A higher number means it will add more air over time, smaller number means less air over time...

The pics should explain themselves...

In all the pics i have the line on the rich spot at tip in...

Stock settings.



Next i increased the Impact factor WOT by 25%, notice it goes richer


Next i decreased the impact factor WOT by 50%, notice the AFR...


Next i decreased the impact factor WOT by 25% and increased the Evaporation Time by 50%


Next i decreased the impact factor WOT by 40% and increased the Evaporation Time by 50%



Next i decreased the impact factor WOT by 40% and increased the Evaporation Time by 50%. Looks like this time i went a little tooo far ont eh impact factor, i might need to add a little bit to it...

 

You are a tuning madman! You're a great asset to this community.

How come your commanded AFR and actual AFR per WB02 arent that close?

 

Because of the transient fueling.... Transient conditions come in when you make quick throttle transitions... Meaning going WOT all the sudden like in the logs... This is where the transient fuel settings come in... If you read the above post you will see what i did to dial in the AFR...


If your a Holley carb guy, think of it like the accelerator pump on the carb and accelerator pump cam.. Together they control the size and duration of the bump shot... Same thing here but in Air, instead of fuel...

 

I sooooo wish I could tune my transient.

 

Yall should have those tables... Granted the 99-02 truck tables are ALOT better....

This is where i got alot of my info from
http://www.hptuners.com/forum/showth...l+Acceleration

 

I found impact factor modifier to be the most beneficial table to alter when trying to get rid of the lean tip-in scenario.
I was able to all but eliminate it completely.

 

Alright I am reviving this thread cause I believe it's directly related to a problem I am having.


I did a few 4x4 launches tonight to check if my AFR is where I was trying to get it at WOT and noticed that the 1-2 shift is hanging almost like it hit's a rev limiter or something. It like it shifts out of first, things about it for a second and then goes into second. Right after this shift the AFR is spiking to 16-17 and then snaps back down to mid 11's. I don't get it...

Also is it just me or should my AFR readings be a little smoother when I am WOT.. seems like my 3 year old nephew could draw a straighter line LOL


Tune file was to large to upload so I provided a link to it in my Dropbox account, hope it works
http://dl.dropbox.com/u/20842657/HP%...ble%20more.hpt

 

Didn't you say you were getting some code before, like stabilitrak or ABS or something? I don't think the weird AFR jump is due to transient fueling...it looks to be an effect from other things going on in the tune.

 

I was and it was due to a stupid mistake on my part and loading the wrong tune into the truck. Long story short it was a bone head mistake on my part and I now have the correct tune back in there and am not having any errors at all now.

Right now it's revving way to high so am going to lower the MPH shift to try and bring that down and then not sure what to make of the lean spike after shift. maybe once i get it to shift where it's suppose to that will go away

 

I would try disabling ETC tip-in limiting. Engine torque management is way more complex these days, hard to say what function pulls power back. But that would prevent the throttle from closing when you don't want it to.