Originally Posted by
WS6_LOU
Hondaeater I think you were confusing me with HQforme.
Sorry for the late response, been busy with other stuff and havent had much time to work on my car. So I figured my VE was riddled with bad data due to high IAT temps giving lean readings and erratic throttle input. What I did was grab the VE from before I did the swap and tried it out. Since I mistakenly thought higher VE numbers means more fuel I figured a bigger engine with a better intake would require more fuel. But after what youve taught me, I now know thats not the case. After swapping back to my old VE tune that I knew was good before I did the swap, it was much much better. It was overall rich ranging from 3-10% in regular zones and 15%+ in the high vacuum deceleration areas when the throttle is closed. Figured this was a great starting point so I pressed on.
I did a RAF log and copied over the numbers, then letting it idle for another 10-15 minutes after uploading that tune. Then the following morning right around the same time and ambient temp as the day before, I did another RAF log. It was almost completely perfect, only off by .5-1 g/s in most cells but the colder temps were around 1.5 g/s off. So I uploaded the new RAF numbers and let it idle for 15 minutes like yesterday. I did this 2-3 days in a row until the RAF on the cold start through operating temp was within +/- .3 g/s. Now my RAF is dialed in which is good.
It has been ungodly hot the past few weeks, especially the past few days, so ive only managed to get 1 good very long drive worth of VE error logging. Its now almost there, normal driving cells are within 3-5% with the exception of high vacuum decel areas which show about 15% rich still. Ive been battling IAT temps like crazy. If I stop at a light for more than a minute my IAT temps are well over 120. Even high way driving at 80 mph doesnt help much and usually only lowers temps down to 97 while driving. Ocassionaly I can get it down to low 90s to high 80s if I coast a lot but it goes back within a few minutes of driving. Ill upload the logs and respective tunes.
For some reason CL causes a really bad lean condition on tip in that does not happen on OL (unless IAT temps get ridiculous but even then it maxes out at 16.5-17:1). Not sure if thats a transient issue but just weird that it happens on in CL.
Finally, id like to get some input on how to keep my IAT temps in check. Seems like driving between 12-4 pm is near impossible if im not constantly driving. After 4 is not much better until the sun is mostly down around 6-7 pm. What I plan on doing is using some heat reflective tape on the intake lid (cries cause I got a clear lid) to try and get rid of some heat transfer from the engine bay. If that doesnt have enough effect, ill reluctantly pull off the headers and wrap them in heat wrap. What else would yall suggest?
LQ9 Tune 4.9 = Updated tune file with pre-swap VE
LQ9 Tune 4.10 = VE changes from 4.9 log