Below are some Basic Tuning=
Parameters
The Basics...
&=
nbsp; &nbs=
p; IDEAL
&=
nbsp; (Rich) &n=
bsp; (Lean)
Base (ltrims) - 0 &nb=
sp; +
=
; (Lean) =
(Rich)
WOT (O2'=
s) .8=
00 .880-.890 .900
=
&n=
bsp; =
; (rich) &nbs=
p; (lean)
A/F (WOT) 12.5 12.8 or .9 13.3
<=
pre>A/F (non-WOT)
PCM will try to maintain 14.7:1
<=
br>
Other important numbers...
IAC (idle) &nb=
sp; : 30-50
IAC (load) : <120
Injecto=
r Duty Cycle : =
See the chart below
Knock Retard=
: 0
Ltrim=
s =
; : 0 (or slightly negativ=
e)
MAF Flow &nb=
sp; : ?(30 @ WOT)?
Timing &=
nbsp; : 26-28 WOT, 15-18 idle
WOT 02 &nbs=
p; : .880-.890
<=
br>
Injector duty cycle chart...
The general rule is to not make your injectors work over 80%.
(CHART SAVED FROM http://www.ecanfix.com/~mdhamilton/dutycycle1.html) =
|
|
Duty Cycle
|
|
|
|
10%
|
20%
|
30%
|
40%
|
50%
|
60%
|
70%
|
80%
|
90%
|
100%
|
|
RPMs
|
|
|
3000
|
|
4 ms
|
8 ms
|
12 ms
|
16 ms
|
20 ms
|
24 ms
|
28 ms
|
32 ms
|
36 ms
|
40 ms
|
|
3500
|
|
3 ms
|
7 ms
|
10 ms
|
14 ms
|
17 ms
|
21 ms
|
24 ms
|
27 ms
|
31 ms
|
34 ms
|
|
4000
|
|
3 ms
|
6 ms
|
9 ms
|
12 ms
|
15 ms
|
18 ms
|
21 ms
|
24 ms
|
27 ms
|
30 ms
|
|
4500
|
|
3 ms
|
5 ms
|
8 ms
|
11 ms
|
13 ms
|
16 ms
|
19 ms
|
21 ms
|
24 ms
|
27 ms
|
|
5000
|
|
2 ms
|
5 ms
|
7 ms
|
10 ms
|
12 ms
|
14 ms
|
17 ms
|
19 ms
|
22 ms
|
24 ms
|
|
5500
|
|
2 ms
|
4 ms
|
7 ms
|
9 ms
|
11 ms
|
13 ms
|
15 ms
|
17 ms
|
20 ms
|
22 ms
|
|
6000
|
|
2 ms
|
4 ms
|
6 ms
|
8 ms
|
10 ms
|
12 ms
|
14 ms
|
16 ms
|
18 ms
|
20 ms
|
|
6500
|
|
2 ms
|
4 ms
|
6 ms
|
7 ms
|
9 ms
|
11 ms
|
13 ms
|
15 ms
|
17 ms
|
18 ms
|
|
7000
|
|
2 ms
|
3 ms
|
5 ms
|
7 ms
|
9 ms
|
10 ms
|
12 ms
|
14 ms
|
15 ms
|
17 ms
|
|
7500
|
|
2 ms
|
3 ms
|
5 ms
|
6 ms
|
8 ms
|
10 ms
|
11 ms
|
13 ms
|
14 ms
|
16 ms
|
|
8000
|
|
2 ms
|
3 ms
|
5 ms
|
6 ms
|
8 ms
|
9 ms
|
11 ms
|
12 ms
|
14 ms
|
15 ms
|
<=
span
style=3D'mso-bookmark:idc'>
Basic A/F tuning...
You must tune your base setting (ltrims) first! Once your base is set - you=
can
tune WOT. The o2 sensors in our cars are not all that great (only used for
emissions - not operations), so many recommend tuning WOT on a wideband dyn=
o, others say that's not necessary. Tuning by the stock o=
2's
will at least get you close... so start with that. If you have some extra
$$$... get a dyno (you do want to get your new HP and TQ numbers anyway) and
see how close your o2's were.
<=
span
style=3D'mso-bookmark:idc'>Changes to your ltrims do not take effect immedi=
atly -
you must drive (at least 50 minutes) to allow time for the PCM to relearn i=
t's
fuel curve, then do some more atap logging and see how your're running.
<=
span
style=3D'mso-bookmark:idc'>t=
uning ltrims by modifing the IFR table....
multipling the table by >100% will make you leaner.
multipling the table by <100% will make you r=
icher.
<=
span
style=3D'mso-bookmark:idc'>this is the way it was
explained to me - makes sense if you think about it....
you are multipling the injector flow rate.
the larger the value is - the larger the pcm thi=
nks
the injector is (able to spray more fuel), so the pcm shortens the injector
pulse width time (length of time the injector sprays fuel), thus making you
leaner. the opposite is also true.... smaller nu=
mbers
makes the pcm think small injector flow, so it lengthens the pulse width, t=
hus
making you richer.
<=
span
style=3D'mso-bookmark:idc'>t=
uning o2's by modifing the PE vs. RPM table....
multipling the table by >100% will make you richer.
multipling the table by <100% will make you l=
eaner.