Quote:
Originally Posted by thambu19
@ KoolBRZ what changes did you have to make to PFI BRZ and DI fuel pressure to get the LTFT back to where it was before the new PFI DI surface? |
I increased the Injector Scaling BRZ by 3%, than by an additional 1.6%. I think 5% should be a good place to start. Load, drive, use the Shiv quick-learn method of accelerating gradually from 2000 to 5000, log, then make changes based on the log.
I'm using custom AVCS mapping, so my trims are going to be off until I re-scale my MAF to suit. I'm making the major changes first, then worrying about fuel trims last, so long as they are trimming richer from lean. That way if it applies the trims to Open Loop it will only make it richer, which is much safer than applying lean trims to Open Loop. I'm also experimenting with large cell groups of -.001 compensations to the closed group compensation tables. It had been running too rich at low loads with less power and worse economy. It's also more unsafe to run rich in Closed loop, because it applies those trims to Open loop. I'm finding out it has more power at Stoich in the low load areas of .3 through .6, and from 1600 RPM's through 2800. I'm using more increased Tip-in instead, to compensate for low-load throttle changes. More power, and more economical.