Scaling Injectors 09 E38 ECM

[Sébast19X]

You really should use a correct MAP sensor, or at least fix the calibration values in the tune. Barometric pressure impacts other parts of the tune.

The fuel pressure regulator doesn't have much to do with it. Those injectors at 92%, assuming fuel pressure keeps up, are supporting about 150 lb/min of airflow. That's a far cry from what the scanner shows, which means the MAF actually is scaled down.

Ok, thank you for imput. For this year, I have a different setup to try with this guys. I have purchased the SD80 injectors from cobra jet . I have Greg's DVD, So I have already mapped the new tune with those value, (scaled down the tune about 45% to fit with the 8g/sec limit table. all g/sec, g/cyl have also scaled down by the same amount, and the displacement.

Do you think those injectors will do the job ? Because the others injectors used in the precedent setup are crappy shit that I' dont know nothing .
The fuel systeme are setup to 43.5 and each pound of boost climb 1 pound of fuel pressure. Max boost would be around 24 PSI

Would you want to check my new scaled tune ?

Seb

[DSteck]

If it is a referenced fuel system, you need to flatline the IFR and voltage offset columns.

[Sébast19X]

If it is a referenced fuel system, you need to flatline the IFR and voltage offset columns.

I will send to you the tune VIA EMAIL. This is the tune scaled with the cobra jet injectors.

What do you mean by reference fuel system ?
This is an aeromootive pump rated 1500 hp, with and aeromotive fuel pressure regulator.

Feel free to correct it for that fuel system you are talking about.

The MAF is probably off, but it is just a starting point, log Hz vs lambda vs commanded should give me the proper maf transfer function on the first dyno pull.

[Mike@G-Force]

Dsteck is asking if your fuel pressure regulator is vacume referenced.

[Sébast19X]

Dsteck is asking if your fuel pressure regulator is vacume referenced.

ah ok !!! understand !!!
The presuure is static adjusted at 43.5 PSI, and then climb 1 psi by one psi of boost. So the target boost should be around 24 PSI so the end fuel pressure at WOT at redline should be around 68 PSI.

Do you think that the Ford racing M-9593-LU80 ( rated 84lbs/hrs at 43.5 PSI) should be enough to reach 1200 crank hp ?

Thank you

[RWTD]

Just make your life easy and double the stoich AFR. Don't bother scaling all that other crap. Cut IFR in half, double stoich, done.

Well damn thats easy. No downsides to doing it this way?

This method is nice, especially on cals that have the scalable airmass axis on the spark tables, such as '08+ LS3. However, it does double your Instant Economy readout on the DIC.

In another note, EFIL has the proper table (Torque Model) to modify the torque signal the trans gets, so those who want to scale the long way they don't have to touch any of the trans tables, which, as we know, can be tedious on the A6, and there may be some missing in the software templates that we should also be scaling. I'll post a new thread on this table, shortly.

[realcanuk]

Originally Posted by DSteck

Just make your life easy and double the stoich AFR. Don't bother scaling all that other crap. Cut IFR in half, double stoich, done


This is what I did, mostly because I didnt want to deal with the trans problems of scaling. It works perfectly for me, other than the DIC readings being off. I would still like to try those EFI tables though, and probably will when ready to tune my new stuff soon.

[RWTD]

Originally Posted by DSteck

Just make your life easy and double the stoich AFR. Don't bother scaling all that other crap. Cut IFR in half, double stoich, done


This is what I did, mostly because I didnt want to deal with the trans problems of scaling. It works perfectly for me, other than the DIC readings being off. I would still like to try those EFI tables though, and probably will when ready to tune my new stuff soon.

Yes, that method works like a dream on any E40, and early E38 and E67 NOT pegging the non-adjustable 1.36 g/cyl airflow hardcoded limit of the software, and works even better for the systems with the 63.5 IFR limit, BUT airflow limit adjustable to 4.10 g/cyl max range (ie 2008 Corvette LS3, which is what I own).

*Note, this method does throw off the Instant and Average Economy calculations by whatever value you scale the IFR by, BUT also, as I noticed, but didn't put two and two together initially until DSteck later pointed out to me, it does throw off the IVT table calculations, as well.

[realcanuk]

Yes, that method works like a dream on any E40, and early E38 and E67 NOT pegging the non-adjustable 1.36 g/cyl airflow hardcoded limit of the software, and works even better for the systems with the 63.5 IFR limit, BUT airflow limit adjustable to 4.10 g/cyl max range (ie 2008 Corvette LS3, which is what I own).

*Note, this method does throw off the Instant and Average Economy calculations by whatever value you scale the IFR by, BUT also, as I noticed, but didn't put two and two together initially until DSteck later pointed out to me, it does throw off the IVT table calculations, as well.

I use it on my E38 with the upgraded hpt OS.. I didnt know about it throwing off the IVT tables, but my car runs flawlessly. I will look at that.
Thanks

[98S10]

This method is nice, especially on cals that have the scalable airmass axis on the spark tables, such as '08+ LS3. However, it does double your Instant Economy readout on the DIC.

In another note, EFIL has the proper table (Torque Model) to modify the torque signal the trans gets, so those who want to scale the long way they don't have to touch any of the trans tables, which, as we know, can be tedious on the A6, and there may be some missing in the software templates that we should also be scaling. I'll post a new thread on this table, shortly.

+1 We use both tuning packages. Efili Makes hptune look a bit antiquated. They are more than one up on this type tuning hands down imho. There are more than 2000 tables or whatever your prefered description for calling them is.Hp and efi are less than a 1000 available to adust.

[mowton]

+1 We use both tuning packages. Efili Makes hptune look a bit antiquated. They are more than one up on this type tuning hands down imho. There are more than 2000 tables or whatever your prefered description for calling them is.Hp and efi are less than a 1000 available to adust.

We use both as well but I would say each has it's pluses and minuses but together make a great toolset. EFILive doesn't provide the A6 tuning coverage that HPTuners does but EFILive gets the nod for ease in 2006+ VE tables and 2-3 bar MAP tuning without COS. HPTuners lets you modify axis values which gives more flexibility in the tuning process as well. I also think the HPTuners process for PID and Histogram setup is more inuitive than EFILive.

So like I said they both have pro's and con's and do a great job in giciving us the ability to tune from a stock unmodded re-tune to a Twin Turbo 1000+ hp setup to E85.

Enquiring minds want to know why they employed opposite XY values in their table structures. Thank god for excel transpose command :

JMHO

Ed M

[kj217]

Just make your life easy and double the stoich AFR. Don't bother scaling all that other crap. Cut IFR in half, double stoich, done.

so glad i came across this,,
will this work with 09 CTS-V?
it has 85lb/hr,, i believe stock is 63lb/hr,, should i only multiply commanded afr by 1.4?
anything to be done to flow rate vs. delta pressure table?
ltft and stft won't be off?

[realcanuk]

so glad i came across this,,
will this work with 09 CTS-V?
it has 85lb/hr,, i believe stock is 63lb/hr,, should i only multiply commanded afr by 1.4?
anything to be done to flow rate vs. delta pressure table?
ltft and stft won't be off?

Double stoich, cut IFR in half ! ..............that means multiply by.5 !!

Thats it......nothing else to do.

[kj217]

Double stoich, cut IFR in half ! ..............that means multiply by.5 !!

Thats it......nothing else to do.

i thought that was told to someone wanted to try the trick with stock injectors still in place,,
another thing,, my new injectors are not twice the stock ones,,
sorry,, but can you help get it right?

[realcanuk]

i thought that was told to someone wanted to try the trick with stock injectors still in place,,
another thing,, my new injectors are not twice the stock ones,,
sorry,, but can you help get it right?

All you have to do for the injectors you want to use is the above. There would be no reason to do it with stock injectors. It doesnt matter that they are not twice the stock ones. It works

[kj217]

All you have to do for the injectors you want to use is the above. There would be no reason to do it with stock injectors. It doesnt matter that they are not twice the stock ones. It works

this is too simple to be true,, you mean half ifr and double afr work for any given size of injectors?
pleasee,, bear with me,,

[DSteck]

You don't need to scale on a newer CTS-V.

[kj217]

You don't need to scale on a newer CTS-V.

what to do then for larger injectors?
its an A6,,

[DSteck]

Enter the new data.

[kj217]

Enter the new data.

what if data not available?