2/22/2024 0 Comments Hp tuners vcm suite 4.3 downloadI then uninstalled the beta and installed the newest full version and got the same results. I uninstalled the program completely, rebooted the pc and installed the newest beta again with the same results. I was using HP vcm beta 4.3.231 when it happened, i updated to 4.3.240 and got the same results. I feel like ive tried everything under the sun to resolve this. When i try to flash my cars stock file i get the same message. I?m trying to tune my 2013 ford mustang 5.0, and when i try to flash a file ive already licensed, i get the message ?unlicensed vehicle?. Ive submitted a ticket to support as well. If you did everything right, your LTFT's should be close and will lock at 0% wot.Hey guys, im hoping someone may be able to provide some insight for me. delay for the richer exhaust to reach the wide band. When going to wot from a dead stop there will be a lean spike at first (under 7500 hz) that is normal if you first got you part throttle AFR right, this is caused by the split sec. This is why you need to get the open loop part throttle AFR close to 14.7 BEFORE wot tuning the AFR. Unlike the V8's and V6 trucks, if the part throttle fuel trims are negative by even a small %, you could have negative LTFT at wot. Once you get the AFR close, use paste special multiply by % - half. For the higher freq hz cells of the table that you didn't enter, just enter the error % from the highest airflow hz cell that you did enter. hz cells that the scanner skipped over, just average these cells. Then copy & paste the Maf AFR error % to the 7625 hz & higher part of the Maf table. Bring the car to a dead stop, use the VCM controls to put the trans in 2nd gear. Flash this new file, connect the scanner and check & reset the fuel trims. ECT to 13.0 at all temps for NA, or 11.5-11.75 for a boosted engine. Now change the PE Enable TPS back to stock (or were you what it as some models have the low rpm enable at 100%). So by now the part throttle AFR will be ~ 14.7. For the low end of the Maf table that you didn't enter, just enter the error % from the lowest airflow hz cell that you did enter. Once you get the AFR close to 14.7, then use paste special multiply by % - half. Then copy & paste the Maf error % histogram to the Maf table using paste special multiply by %. With the Maf AFR histogram open, drive the car at part throttle to fill the histogram up to ~7500 hz. Now the commanded AFR will be steady at 14.7. Flash this new file, then warm the engine to operating temp. Now install the wideband in place of the stock front 02 sensor, or the right front if a rear drive car (this will put the car in open loop). Tps (note the values in this table add to the Base AFR vs. Set the PE Enable TPS > Hot to 0% (at all rpms). TPS table (some models will already have this table zeroed out). Then zero out the Power Enrichment PE Enable > Delay vs. This is what I found is the best way to tune these cars. In PE the commanded AFR will be were you set it. Since these cars don't yet have an open loop table like the V8's and the V6 (4.3) trucks, the commanded AFR while in open loop is all over the place when not in PE. There seems to be allot of methods to tune the AFR on the V6 cars. Is this the same as what your saying Dark? custom axlesĨ7GT - 3.4L Turbocharged engine, modified TH125H Comments are appreciated.Ĩ7GT - 3800SC Series III engine, 3.4" Pulley, N* TB, LS1 MAF, Flotech Exhaust Autolite 104's Custom CAI 4T65eHD w. Anyone tried making fueling adjustments this way and how did they work? Realizing that air flow modeling is tough, I am looking for some inputs on what works best. and where the fueling adjustments should be made. The 3800SC PCMs seem to be heavily MAF based, but since we are dealing with fMAF requencies it is hard to pinpoint what the airflow is over the RPM band. The question that I have is what works better for the fueling adjustment bumping up the flow values in the MAF table, adjusting the VE numbers or both. This can be done by increasing the numbers in the VE table and/or increasing the fuel flow in the MAF table relative to frequencies put out by the air flow. The first step is to reset the fuel trims then evaluate the fuel trim historgram and decide how much fuel needs to be added. The fuel trims are too high and adjustments need to be made to place thiem under control. We are using HP Tuners VCM suite Scanner and Editor. Right now I'm in the middle of a PCM tune on my 3800SC hybrid setup.
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