Quote:
Originally Posted by toohighpsi
For the DI PW 5.0 to 5.2 is a good target on an otherwise stock LT4, much higher than that and you'll lost HP fuel pressure with the stock cam fuel lobe.
With an LT1 you can run more in the 5.5-5.8 range due to the small injectors.
As for the PE on both gas and E I run it down at 1.05. The torque based off PE can be found in the EQ ratio torque table. If your throttle is good at 1.15 PE then just copy those values in the table from 1.15 down into the 1.10 column (or 1.05 in my case) and you'll be able to remove 5 or 10% fuel from the E92 with no change in reported torque.
The reflex compensates for alcohol content (if you have a sensor connected to the E92) under all conditions and air density as it is directly calculating fuel flow based off airmass. Of course if you're using the lambda feedback any small tuning discrepancies will be resolved real time.
Radz, I did see you noted a tip in lean condition, what rpm is this at? I will say the that Magnuson cal normally has dynamic airflow disabled, my car will always have a lean tip in at low RPM (<2000 RPM) with this off. I'd recommend enabling the dynamic airflow in this area if you're noticing an issue. My low rpm throttle needs this for good drivability - I set it to disable at 2200 RPM and enable at 2000 RPM which seems pretty good.
Hope this helps!
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THANKS MIKE!!!
OK on all that stuff. I've seen it before, but it makes more sense as I continue to see things change, as I make changes in the E92.
I'll give it another go at either 1.05 or 1.110 or whatever I had it at. I'm pretty sure I had the THROTTLE close because of messing with the VTT (it went way out to 1200 lb-ft because I jacked it too much) and I think it just shot way past where I increased the DD. BUT - seeing more of these bits changes as I make changes (good and bad), what you've been saying is becoming more understandable to me (because of me, not because of how you guys are saying it). I'm going to finally move the EQ RATIO TQ table I think, and put my VTT back, like Jason is saying below, because I know I'm overshooting. That was mostly an experiment that showed me how far off I really am with that tune.
That lean tip-in, I believe, is because it looks like E92 is starting to go into PE a half-percent before I command. So - I'm commanding 45% PEDAL, but it will go into PE at 44.5%, and the REFLEX won't do half percents, so it comes in a 45%, and there's just a TINY lean spot, everytime, right at that transition. I wasn't sure if that's what JL' was seeing, but I'm probably wrong about that. I have changed a lot from the Magnuson tune because I was trying to compensate for lack of T93 support (until the T87a conversion came out a couple years ago), so my VTT was shifted to help keep the TCM relatively happy. I never changed my VTT back to near stock, and that's partially because my VVE is a little different (due to the 103/RFBG). I think I have me DYNAMIC set from idle to about 2000, just because of the 103, but I'll have to look again. I'll review and try your method out, too.
Quote:
Originally Posted by Megahurtz
The value is reported Engine Torque to the TCM. There is a PID to monitor this with for the TCM. You can use VT or the TQ Coefficients to increase this. It just depends on the situation. Sometimes I change both, or just one or the other. An example would be if the car drives perfectly at part throttle, but needs more torque at WOT, then I'll adjust the coefficients instead of the VT. But again it all depends on the setup.
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Thanks Jason!!! I noticed that the TCM PID seemed to match the ENGINE TQ PID, so I think you just confirmed that. AND -
THANK YOU AGAIN for providing more detail. I haven't played with the TQ COEFF' at all, and think I have a better grasp between what you and Mike have shared.
THANK YOU ALL FOR CONTINUING TO TAKE TIME TO COMMENT!!! 
