Mine are all the same too!

 

Ok, I need some help. I've been stuck on the 4-6k rpm log adjustments for a while now. I am not sure how to fix the problems I have--or if they can even be fixed.

See my attached log compilation, and the notes on what I changed. I can't seem to get my AFR to come into spec above 5000RPM.

Any suggestions? Should I have gone to the fuel VE table?

 

Looks like maybe injector bank 3 to me.

 

I thought injector bank 3 wasn't active until above 6K rpm? Would you recommend that I restore my fuel VE map then start calibrating the injector 3 size?

 

Get a 6500 log to add to the mix, then also log Injector Duty Cycle....that will help you tell when Inj 3 comes on.

 

First off, I cant believe it has taken me over a month to do this, things have been a little busy recently. Anyways, Kane (and the rest), please see the attached screen capture of my recent log compilation (dated 11/28/2014).

If I remember correctly, a sudden increase in injector duty cycle means another injector is turned on, correct? In which case, it appears that injector 3 (?) is coming on at 5500 rpm? Or is that Injector 2?

Also, I took some idle logs (2) when I was done with these. The first show pretty good results: -2.5 LTFT dropping down to 0 as the log continued, and +3 STFT dropping down to zero as the log continued. The second log seems a bit concerning though, my ST and LT fuel is at 0 (-.16), which is an indication of being in open loop, correct?

Any idea why I would be in open loop at idle?

 

Injector Decrease, not Increase. So it looks like your Inj3 is starting to come on at 6000 like normal in that second log.

 

Ok thanks!

Well I'll make some adjustments to that injector and relog.

Any thoughts on my idle readings?

 

It appears that adjusting injector 3 didn't have an effect on the logs at that RPM range. Barring minor discrepancies in difference, the logs are pretty consistent between this set and the previous 4.

I have attached a screen capture, as well as the latest set of logs in a zip file.

Any other thoughts?

Thanks again for your help Kane, and others.

Also, I have a sidebar question about CEL masking. I am using the BHR midpipe, and I don't have a CEL--but all of my engine codes are still checked/active in AccessTuner. Is this correct?

 

Sorry to be the noob again here but...Im looking to lower the temp at which the radiator fans kick on. Im confsued by the tables. I was told dont touch the hysteresis tables.

There are 4 different tables. Fan 1A, Fan 1B, Fan 2 ECT (what's ECT stand for?), and Fan2 VSS (dont know what this is either). Whats the normal values for these? I have a mostly stock car, just looking to take preventative measures.

 

Fan 1A - 190 , Fan 1B - 204, Fan 2 ECT - 210

That's how I set mine.

 

you may want to recheck that, calc load was 30% or less, I doubt bank 3 is anywhere close to operating, might explain why his changes had no effect

 

Thank you! I should leave Fan2 VSS alone then?

 

Good catch.

This is why I mentioned checking injector duty cycle. You can watch them stage in the logs when duty cycle percentage drops. It might be injector two - again if you only witness one major drop in injector duty cycle.

 

Yes. That just turns the fans off after the car is moving.

 

I raised mine to 10mph because of stop and go traffic and slow moving traffic.

 

Car is in storage for the winter, but I will take a look at Injector 2 when I pull it out in the spring. I also think you were on to something with suggesting adjusting my MAF calibration.

 

Kane,
I a m currently watching your tuning videos. You mention the variable vane turbos quite frequently, or at least so far in the first two videos. Couple questions; has this technology come along to where the price isn't ridiculous? Who makes these style turbos? And where is does the ideal line lie for pressure ratio vs CFM? I apologize if any of these questions have been answered further on in the video series.

 

They are still expensive enough that you cannot find the price for them online....

 

Touché. So I take it variable geometry turbos are diesel specific?

 

No, they would work for any engine. A turbo is just an air compressor.

 

well not exactly, they typically have temperature and size limitations for non-diesel applications, but that's starting to change some as manufacturers continue to push for efficiency/performance gains

the technology was always available (i.e. military jet turbine engine), but the cost is beyond the average enthusiast.

 

Ok Kane. I tried to get your video set but the link says it is broken. I also set you a private message. If you can give me a link here that would be fine. I just need a working link for I am desperately trying to learn what you have to offer. Thanks for the read. God bless you all.

 

.......

Like it never even happened.

 

www