Hello all,
I have a couple questions.
The first one is regarding the latest version of HPTuners. It appears that in the newer version (at least compared to most guides), the default tables have changed from reporting in terms of airmass and RPM to terms of RPM and MAP. For a SD tune maybe this would make more sense, but for us, I'm under the impression that it's moot. Can someone give any details on this?
To correct the situation, I assumed the best thing would do is to change the tables back to how they were, that way KR can be monitored and the timing advance table can be adjusted. Since we want air mass in g/cyl, we would take the MAF output in grams/s, divide that by RPM/60 (revolutions per second), then divide that by 3 (intake cycles per revolution). What you're left with is grams per intake cycle.
When I did this, everything appeared to work fine, but now I'm easily going past the 0.96 g/cyl threshold that is in the PCM. For example, at 4,000 RPM, I may have 255 g/cyl which evaluates to 1.27 g/cyl. To make things even more confusing, the MAF in Hz reports around 10,500. Since this is a turbo setup I'd expect to eventually have to transition to an AFC to divide the MAF output, but is the table really limited to less than what the MAF can report? Hopefully someone may be able to clarify this, whether it's an arithmetic error or perhaps the MAF table is screwy.
My other question is in regards to using the EGR pintle position as an analog input for a wideband gauge. Since AEM's wideband reports 10-20 AFR across 0 - 5V, the expectation is that the algorithm would be 10 + 10 * (EGR / 5). In reality, my reported AFR is pretty far off from this. Does anyone have empirical evidence to support the formula they used with an AEM gauge?
Thanks!
