There's not. You'll have to convert and/or interpolate the data.
Type: Posts; User: Eaglegoat
There's not. You'll have to convert and/or interpolate the data.
Return them, sell them, eat the cost and but new injectors. I'm a big fan of matched oem Flex fuel truck injectors when I can or Injector Dynamics products otherwise.
I'm pretty sure you can change the scale on the iat cal table.
The cylinder volume isn't used in gen 4 and newer computers.
The file you posted from tech is my file. I'm not sure where the info Ed gave you came from but my file it's as close as the data can be converted. Any deviation from perfect conversation are do to...
If you buy the kit you get the support of the vendor selling it. Dave will take care of you. The cheapest route is rarely the best route.
At idle they'll be very close. Highway cruising they'll be very close. Green light at the drag strip not so close.
Ed, Dave and I all gave you an answer.
Turning it off doesn't "fix" anything. It simply ignores the condition and stops turning on the light. If there was no reason to have the test GM probably wouldn't have it in there. If HpTuners adds...
That would be your opinion. Not everyone is keen on disabling everything. There has to be a reference table used to make the comparisons.
If you find the table number you can email support and ask them to add/map it for your OS if available.
You were told that because that table doesn't control fueling. If your VE and MAF tables are tuned correctly, at operating temperature, then the PCM will add fuel based upon how much air is entering...
Let us know how it works out.
Hook up your MAF, on a gen 4 it also contains your IAT.
Reading comprehension isn't your strong suit is it? I never said the process you described was wrong, I said the VE table isn't the Dynamic airflow table. I literally could not care less about what...
I don't use the FRC, too many variables to account for. I'm not pulling the manifold and heads to get the port area. I start by keeping eoit well before ivc. I get my fueling dialed in. Then I push...
Don't waste your breath Ed. He doesn't listen, he knows it all, he's awesome, he has YouTube videos. Thanks.
Also no one gives a crap about your YouTube videos. Go thump your chest elsewhere.
No. I'm saying the VE table is not the dynamic airflow table it's the VE table. I'm saying that tuning the MAF and the VE both can impact the dynamic airflow.
I cant speak for them, but the e40 computer is a mashup bastard child PCM. It was the transition between gen3 and gen4 it shares features with both.
If you've done things right they should be very close. Because of some of the filtering they won't always match in throttle transitions/transient fueling. But steady state cruising all your mass flow...
That doesn't control fueling. Especially in closed loop.
Wrong yet again.
Dynamic airflow is a weighted, blended airflow model using both of the tables numbnuts posted. Those values are filtered and weighted/blended to give the number you see in Dynamic...
I'd use WOT. That way the pulsewidth fits no matter what.
How many times do you want to be shown that you're wrong before you stop?