[laynlo15]

Originally Posted by KingLT1

No biggie...I just pay really good attention to Mike's posts when he post. I remember him saying whoever tuned your setup prior had the VTT dialed in pretty good so all he had to do was make some minor tweaks there.

I was just making a point to note that a lot of tuners don't touch the VTT and that is a mistake. Brett Stewart taught me that years ago. I have fixed a few trans tunes by fixing the VTT. It wall cause a really sloppy 4-5 on the A8 if they are not tweaked in.

King, have you have the opportunity to tune a car with the THPSI Port Injection? If not I hope you get to in the near future, your knowledge will be valuable, and you'll like what you see when your done.

[KingLT1]

Not yet...I was hoping to hear Brett's comments on it since he had one to play with a couple months ago but I never heard any updates on it.

[cjperformance]

Originally Posted by toohighpsi

Correct, I think Greg is running 30-35% port, at least 15% of the DI fueling was able to be removed through the PE table, so his MAF was reduced by only 15-20%. Since it only needed a bit more torque to reach the desired delivered torque value it was easily added through the EQ torque table and didn't require messing the the actual VTTs.

You can normally add about 25% torque through the EQ table before you start running into throttle closure problems at the top end - this is the point where you'll have the work on Virtual Torque Tables and normally means you're running more than 45% port injection and sneaking in on that 4 digit power number on full E with an LT4.

Hope that helps

Thanks for the input there! For starters, should i try doing MAF adjustment only and just see where im at? Then if im having torque issues start offsetting by pulling PE and adding back to MAF?

It sounds like after pulling PE and compensating back to MAF then, if theres still torque issues, the next step is adding to the EQ torque table. After that if adjustments still needed, go to the VTT.

Just looking for a starting point really. Options sounds like MAF only using the spreadsheet, or MAF+PE reduction?

[cjperformance]

Originally Posted by KingLT1

Not yet...I was hoping to hear Brett's comments on it since he had one to play with a couple months ago but I never heard any updates on it.

I want to take a stab at this first, but if you (KingLT1) are interested i was going to reach out for help once i get in over my head!

[laynlo15]

Originally Posted by KingLT1

Not yet...I was hoping to hear Brett's comments on it since he had one to play with a couple months ago but I never heard any updates on it.

I haven't talked to Brett in a while about the Reflex tuning. I think he was playing with it on his Wife Zl1 if I remember correctly. I think he's bought several for his customers but not sure where he's at on the tuning.

[cjperformance]

Got some work done on this today. I have some additional thoughts and notes that I'll write more about in the next day or two.

Summary is: Plates are assembled with injectors. I stopped after the passenger side test fit. I cant go further until i get the rest of my fittings.

[laynlo15]

Keep us up to date. You have my cell if you have questions

[KingLT1]

Originally Posted by cjperformance

I want to take a stab at this first, but if you (KingLT1) are interested i was going to reach out for help once i get in over my head!

Sure...no problem.

[cjperformance]

Laynlo gave me a peek at his tune, which was really helpful for understanding how a few of the adjustments work. Particularly with the Engine Torque Coeff EQ Ratio table.

In an earlier post, Mike had said he was able to remove 15% of DI fuel from the PE table. There was still PE happening on the DI side in that tune. I'm wondering why PE couldn't be reduced more to further avoid pulling from the MAF?

In radz28's thread he did a good writeup in answer to a question I posted about where the fuel goes in the Reflex when it gets pulled from PE in the ECU.

[laynlo15]

I have at least a couple dozen tunes since we did the PI and 2300. We have reduced PE in couple those tunes and the car still ran within 8/100ths of the quickest pass. We've been up and down the timing tables, High Pressures pump changes down to 2000 psi, low side down to 60 psi. We've done it all, Mike's brain never quits and I've been the recipient of his talented tuning with a couple of pretty fast Gen 6s, for that we all benefit because I'll share all I can within the scope of what he thinks I should divulge which is almost everything.

[radz28]

Originally Posted by laynlo15

I have at least a couple dozen tunes since we did the PI and 2300. We have reduced PE in couple those tunes and the car still ran within 8/100ths of the quickest pass. We've been up and down the timing tables, High Pressures pump changes down to 2000 psi, low side down to 60 psi. We've done it all, Mike's brain never quits and I've been the recipient of his talented tuning with a couple of pretty fast Gen 6s, for that we all benefit because I'll share all I can within the scope of what he thinks I should divulge which is almost everything.

IMO - Mike is more generous than he needs to be, and I learn more each time I re-read his posts (and I try to find all of them for his knowledge). Others here, are just as generous, and they're great, too. King', Josh', and so many more, like yourself.

[toohighpsi]

Originally Posted by cjperformance

To recap:
- sort out fueling on E50 with PI
- try running pump E85 and make sure things are still good
- pulley down and recalibrate

Was there Meth on your car? if so the MAF curve was probably messed with.
Do you have the original calibration from Procharger? If not I've attached a V3 excel file with a curve that I believe is close to the original Procharger supplied calibration and might give you a good starting point.
Procharger uses a modified frequency axis (from GM delivered) along with a smaller diameter downstream MAF meter.

REFLEX MAF Calculator V3 Procharger.zip

If you have a good MAF curve in your car without any modification for meth, you can put that in the calculator, set the start frequency to 8000 for a Procharger, then copy the new curves into your ecu and the A/F ratio across the operating range will be exactly the same with the port and DI as it was with DI alone. The math is exact and should be perfect - if not it's probably due to the port injector size used in the reflex which can be adjusted as needed to make it perfect. Remember to save the calculator for your car once you have the base MAF curve in it, makes it easy to adjust later and simply copy the curves again if you need to.

Adjusting the curves for the PE reduction is also quite easy. Enter the % port that you want to run in the calculator (say 35%). Copy and past the values for the Reflex into Tuner Pro ONLY and flash that box. Next determine how much you can reduce PE from 3000 RPM+ and still have a 1.05 PE (its probably .1 to .15 reduction). Let's say you can remove .15 or 15% from PE and you've made that change. Now go back to you calculator and reduce the % port by the % PE you removed (in this case 15%) your new % port value will be 35% - 15% = 20%, so enter 20% port into the calculator. Now copy the new E92 MAF curve into your HP tuners ONLY and flash that box You're ready to start testing and fine tuning.

Hope that helps.
Mike

[cjperformance]

Originally Posted by toohighpsi

Was there Meth on your car? if so the MAF curve was probably messed with.
Do you have the original calibration from Procharger? If not I've attached a V3 excel file with a curve that I believe is close to the original Procharger supplied calibration and might give you a good starting point.
Procharger uses a modified frequency axis (from GM delivered) along with a smaller diameter downstream MAF meter.

Attachment 1122196

If you have a good MAF curve in your car without any modification for meth, you can put that in the calculator, set the start frequency to 8000 for a Procharger, then copy the new curves into your ecu and the A/F ratio across the operating range will be exactly the same with the port and DI as it was with DI alone. The math is exact and should be perfect - if not it's probably due to the port injector size used in the reflex which can be adjusted as needed to make it perfect. Remember to save the calculator for your car once you have the base MAF curve in it, makes it easy to adjust later and simply copy the curves again if you need to.

Adjusting the curves for the PE reduction is also quite easy. Enter the % port that you want to run in the calculator (say 35%). Copy and past the values for the Reflex into Tuner Pro ONLY and flash that box. Next determine how much you can reduce PE from 3000 RPM+ and still have a 1.05 PE (its probably .1 to .15 reduction). Let's say you can remove .15 or 15% from PE and you've made that change. Now go back to you calculator and reduce the % port by the % PE you removed (in this case 15%) your new % port value will be 35% - 15% = 20%, so enter 20% port into the calculator. Now copy the new E92 MAF curve into your HP tuners ONLY and flash that box You're ready to start testing and fine tuning.

Hope that helps.
Mike

Yes, that is absolutely helpful! Makes perfect sense. Now the pieces come together on how reducing PE at least partially offsets the torque modeling issues with the MAF.

I do not run meth, and I do have a good MAF curve dialed in already, so those instructions should work out very well.

Only remaining question is what should PE be in the reflex? Should it be the actual PE I want to attain, or just some default generic value?

[laynlo15]

Originally Posted by radz28

IMO - Mike is more generous than he needs to be. Others here, are just as generous, and they're great, too. King', Josh', and so many more, like yourself.

Thx Radz, your too kind. We do have some great minds on this forum and most are willing to share their experience.