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Need Guidance On Where To Make Changes

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  • Need Guidance On Where To Make Changes

    I've put about 200 miles on the system now, and have found an area that doesn't seem to get better.
    Maybe due to the short duration the engine is in that area?
    But I'd like to try my fingers at tuning it out, or speed up the Learn.
    There seems to be so many ways to tune, I feel a little overwhelmed deciding the best way.
    But was thinking I need to change the fuel values in that MAP/RPM area?
    If it were a carb, I know exactly where I would start.
    The area is at approximately 1500 RPM to 2300 RPM with 92% TPS. The AFR drops to the 9s.
    Here is a snapshot of a recent datalog of the area.
    I apologize, I couldn't figure out how to increase the size. (It took me 3 nights to figure out how to get it on here!)

    Click image for larger version

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  • #2
    Originally posted by evil85 View Post
    Maybe due to the short duration the engine is in that area?
    It's possible that Learning doesn't spend enough time in this area to tune it. Of course, the Target A/F Ratio Table must be properly programmed first.

    But was thinking I need to change the fuel values in that MAP/RPM area?
    The area is at approximately 1500 RPM to 2300 RPM with 92% TPS. The AFR drops to the 9s.
    1) In the EFI software, click "Help", "Contents" & "Step-By-Step Beginners Tuning".
    Look at Figure 11 below: "Example of Fuel Map with Graphical Representation".
    That illustration should explain how the ECU uses the Base Fuel & Timing Tables.
    You can verify this by watching where the live cursor moves to when Online with ECU.
    Also in the EFI software "Help" Contents, read the "Base Fuel Table Tuning Quick Guide".! (Initial Checks & Adjustments - Read Steps #1-#6!)

    2) The Holley ECU continuously uses, updates & saves the Learn Table progress, regardless if you've "Transferred Learning To Base" or not. Clicking
    "Transfer Learning to Base" just modifies the Base Fuel Table with the current Learn values (the engine doesn't know the difference), so you can
    blend the Fuel Graph for smooth transitions
    . Think of the Base Fuel Table and the Learn Table as one table, because the two actually function as one. (Closed Loop & Learn Table - Especially posts #2, #6 & #11.)

    3) If you'd like to manually tune the Base Fuel Table (even while the engine is running), read below:
    Left click & drag to select a group of cells, then use the CTRL & Arrow keys (◄▲▼►) to change the highlighted cell values.
    The ▲ & ▼ arrow keys adjust the Base Fuel Table slowly (one tenth at a time). The ◄ & ► arrow keys adjust it rapidly.
    Or you can left click & drag a group of highlighted cells, and right click "Offset Selected" to adjust the entire cell group. (Closed Loop Datalog Tuning - Posts #2, #4 & #6) (Air Temperature Enrichment % Table Tuning)

    4) Also, ensure the Base Fuel Table is smooth by viewing & blending the Fuel Graph. It's very important to have a smooth Fuel Graph.
    One aspect of viewing the Fuel Graph: It's better to zoom in, by highlighting segments of the Base Fuel Table (left click & drag), and click "Graph".
    This method offers much greater detail. Looking at the entire "Fuel Graph" will almost always look smooth, because it's not as magnified.
    TIP: When the Fuel Graph is smooth, click "Conversion" (VE% Conversion mode) and continue smoothing the general contour of the VE Fuel Graph
    (unless you're already using the preferred Volumetric Efficiency % type Base Fuel Table). (EFI Idle Tuning Notes)

    5) Personally, I never use the "Smooth" button option. Manually blending the Fuel Graph smooth works much better. ("Smooth" Function Information) (Base Fuel Table/Fuel Graph Tuning - Part 1) (Base Fuel Table/Fuel Graph Tuning - Part 2)

    6) When the engine is tuned & running well, you should decrease the Closed Loop and Learned Compensation Limits % to lock in a good tune.
    I decreased my Learned Compensation Limits to 2% in the idle area (10% elsewhere). My Closed Loop Compensation Limits are 20% or less.
    When the Learn Table values stop making significant changes, the ECU is finished self-tuning. You can then Transfer Learning To Base,
    which then allows you to blend the Fuel Graph so it's smooth. (Learn Table - Read this thread, especially posts #2, #6 & #11.)

    7) And if the Learned Compensation Limits % are significantly decreased (as they should be after the engine is tuned), the
    Closed Loop Compensation can save the engine (in the event of a fuel system fault) without skewing the Base Fuel Table.
    So you can fix a temporary fuel system fault without necessarily having to fix the "tune". (Related Forum Thread)

    8) Stalling in gear or at a stop: In the Holley EFI software (LINK), look at where this happens on the Base Fuel & Timing Tables. Determine if it's stalling
    due to a rich or lean condition. Also, the IAC Position is supposed to increase when you shift the transmission into gear (LINK). Sometimes the "neutral"
    area of the Base Fuel Table is fine, but the "in gear" area needs to be tuned. On the Base Fuel Table, the "in gear" idle area is just above the "neutral"
    idle area. Look at where the live cursor moves to, when you shift the transmission into gear. Is this "in gear" idle area, a little more rich (lbs/hr), than
    the "neutral" idle area? You'll have to look at the Learn Table too, since they function as one (LINK). Also, ensure the Target A/F Ratio Table and Base
    Timing Table are flat in these two idle areas. (Advanced 1D/2D Table For In-Gear Idle Control) (Advanced 1D Table For Electric Fan Idle RPM Dip)

    9) On an opposite note, Acceleration Enrichment can't be tuned until the Base Fuel Table is well tuned.
    If you have a momentary lean spike, on light throttle acceleration, check
    your AE vs TPS/MAP RoC Blanking values (in Fuel Modifiers/Fuel Control):
    If they're 15 & 7, those are the old values from the V1 ECU firmware.
    Change the AE vs TPS RoC Blanking value to 4-6.
    Change the AE vs MAP RoC Blanking value to 5-7.
    Some users reported the need for an even lower TPS RoC Blanking value.
    Ensure there's no TPS/MAP RoC signal activity at idle, due to noise/kPa fluctuation. (AE Tuning Information) (Additional AE Tuning Information For Stubborn Engines)

    10) Read pages 4-10 of this Edelbrock EFI tuning manual, it's very good: (Edelbrock EFI Tuning Manual) (Target A/F Ratio Table & Base Timing Table Reference)

    11) Remember, the only thing this EFI system self-tunes, is the Base Fuel Table, via the Learn Table.
    You're responsible for everything else, especially the Target A/F Ratio Table & the Base Timing Table.
    A dynamometer is the only real way to determine the optimum ignition timing for your performance engine.
    Most people research it, or just "know" what their engine needs or likes. Especially if it's a popular engine.

    EFI Software Help Information/Instructions:
    ‒ On the top Toolbar, click "Help" & "Contents". This opens all Help topics.
    ‒ When navigating the software, click "Help ?", drag it to any parameter and click again.
    ..This automatically opens the definitions for that specific parameter.
    ‒ Tuning information can be read by clicking the F1 key, when you're viewing any screen. (Holley EFI Help/Instructions Overview) (Holley EFI Quick Start Guide) (Holley EFI Wiring Manual & Diagrams)! (Initial Checks & Adjustments - Read Steps #1-#6!)
    Open the Holley EFI software "Help" Contents ("Help" drop down menu), and read "Step-By-Step Beginners Tuning".
    Ensure the EFI software is set to run as an "Administrator" (right click for Properties/Advanced). Set it and forget it.

    Overlay the datalog onto your Global Config File (GCF), and pay special attention to the center paragraph in blue print:
    Originally Posted by Danny Cabral
    Quick Datalogger Information:
    Always provide data, not just symptoms. Is the AFR & ignition timing optimized? Overlay the datalog onto your Global Config File.
    Ensure the Target A/F Ratio table is properly programmed for your engine. Ensure the ECU is "Learning" (Learn Table LINK).
    Scroll through the datalog to the problem area. Then look exactly where this happens on the Base Fuel & Timing Tables. Scrutinize:
    RPM, MAP, MAT, TPS, CTS, IAC, Target AFR, AFR Left, CL Comp, Ignition Timing, Duty Cycle, Fuel Flow, Fuel Pressure & Battery.

    Using the Holley EFI software (LINK), look at where the live cursor moves to during this occurrence, and
    manually tune that area of the Base Fuel Table (enrich or lean) & Base Timing Table (optimize ignition timing).

    I find the most helpful datalog function, is overlaying the datalog on your GCF.
    I'm in the habit of using the datalog Overlay feature every time I review a datalog.
    Click on "Datalog" (on the top Toolbar), "Activate Overlay", then "Open Data Log".
    You can literally "playback" a recorded event, and watch it as it happened on any screen.
    Minimize (shrink) the datalog window, and move it to the bottom of any GCF screen.
    Then click & scroll anywhere on the datalog, and watch it playback on your GCF (EFI software). (Holley EFI Datalogger Instructions) (Datalog Information - Read "NOTES") (How To Record & Email A Datalog) (Closed Loop Datalog Tuning - Posts #2, #4 & #6) (Read 4th & 5th Paragraphs - Smooth Fuel Graph After Transfer Learning)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385"/6.3L SBF, Dart SHP 8.2 block, forged steel crankshaft & H-beam rods, forged pistons, Trick Flow Twisted Wedge 11R 205 CNC Comp Ported heads, 12:1 compression ratio, 232°-244° duration/.623" lift/114° LSA camshaft, TFS R-Series FTI Comp Ported intake, BBK 80mm throttle body, Holley Dominator MPFI & DIS, Holley 36-1 crank trigger, MSD 1x cam sync, PA PMGR starter, PA 200A 3G alternator, Optima 34/78 Red battery, 100HP progressive dry direct-port NOS, R134a A/C, Spal Dual 12" HP 3168 CFM fans, Frostbite 3-core aluminum radiator, Pypes dual 2.5" exhaust, off-road X-pipe, shorty headers, Earl's -6AN fuel system plumbing, Walbro 255 LPH in-tank pump & Pro-M -6AN hanger, S&W subframe connectors, BMR upper & lower torque box reinforcements, LenTech Strip Terminator wide-ratio Ford AOD, 10" 3000 RPM C6 billet converter, B&M Hammer shifter, Stifflers transmission crossmember & driveshaft safety loop, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.