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HP Tuner question

 
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bsh



Joined: 24 Aug 2005
Posts: 91
Location: Norway

PostPosted: Sat Mar 19, 2016 2:19 pm    Post subject: HP Tuner question Reply with quote

Hi,
I am trying to help a guy tuning his twin turbo LQ4 using HP Tuner and tune as speed density (SD) running no MAF. I have no experience with HP Tuner but I am wondering why the Fuel table show kpa as load but Spark table shows g/sec as load? How to setup spark table load axis as kpa instead of g/sec?

Thanks
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bsh
Dynapack 6042 4wd Dynamometer
http://www.halandtuning.no
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stevieturbo



Joined: 29 Aug 2006
Posts: 1235
Location: Norn Iron

PostPosted: Sat Mar 19, 2016 2:33 pm    Post subject: Reply with quote

HPT have their own forum

https://www.hptuners.com/forum/

or Tech

http://ls1tech.com/forums/pcm-diagnostics-tuning-7/

They might have some info
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baldur



Joined: 12 Oct 2007
Posts: 623
Location: Reykjavik, Iceland

PostPosted: Sat Mar 19, 2016 6:08 pm    Post subject: Reply with quote

Yeah this is one of those things that are, and sorry there is no better word for it, FUCKING STUPID.
The spark table is not only scaled in grams/cyl, but the load axis is hard coded and if your engine happens to flow any more air than a stock street engine, you need to fake the injector flow rate and cylinder displacement to bring the calculated air flow within the range the spark table is hard coded to.
Another beauty of this system is that if you lean out the fuel in the VE table, the calculated air flow changes so your spark timing changes. Loving it already?
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Baldur Gislason
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bsh



Joined: 24 Aug 2005
Posts: 91
Location: Norway

PostPosted: Sun Mar 20, 2016 1:24 am    Post subject: Reply with quote

Ouch this can seem to become a challenge/nightmare... How to fake this so it wont come outside the spark table? This a twin turbo 71 mm... I believe this is not a very good car starting learning HPTuner with...
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bsh
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baldur



Joined: 12 Oct 2007
Posts: 623
Location: Reykjavik, Iceland

PostPosted: Sun Mar 20, 2016 11:51 am    Post subject: Reply with quote

What you do is you reduce the cylinder displacement and injector flow rate proportionally. This will reduce the calculated air flow (and thus calculated fuel flow) without changing the actual fuel flow.
What I do is just start with a safe spark timing number in the highest load field and do some short test pulls (just getting into max boost and then lifting off) while tweaking the VE to get the fuelling right. Once the engine is running at a reasonable air:fuel ratio at full throttle, note what the indicated cylinder air flow is, add a bit to that and divide by the highest number on the spark table load axis to figure out how much scaling to do of the flow constants.
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Baldur Gislason
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bsh



Joined: 24 Aug 2005
Posts: 91
Location: Norway

PostPosted: Tue Mar 22, 2016 2:17 am    Post subject: Reply with quote

Thanks for the help Baldur
Can you explain this a little more?:
"Once the engine is running at a reasonable air:fuel ratio at full throttle, note what the indicated cylinder air flow is, add a bit to that and divide by the highest number on the spark table load axis to figure out how much scaling to do of the flow constants."
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bsh
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baldur



Joined: 12 Oct 2007
Posts: 623
Location: Reykjavik, Iceland

PostPosted: Wed Mar 23, 2016 4:45 am    Post subject: Reply with quote

What I mean there is to take note of what the calculated grams/cyl are once you have the fuelling reasonably well tuned at full throttle. Then compare that number with the highest number that the ignition load axis goes to and see how much you need to fudge the flow constants (displacement and injector flow) to get the load within the bounds of the ignition table.
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Baldur Gislason
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bsh



Joined: 24 Aug 2005
Posts: 91
Location: Norway

PostPosted: Fri Mar 25, 2016 11:51 am    Post subject: Reply with quote

Ok thanks Very Happy
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