I understand completely, however he should have used the mat timing correction curve to pull timing under intense intake temps instead. This method will save the engine without loading the rings with fuel. You can actually cause alot of damage to the cylinder wall washing them down with fuel in a short amount of time.He tuned it that way as a safety feature due to very high intake temps. His heart was in the right place lol I’m running megasquirt I have tune files and data logs from a few passes at the track last year
Thats the opposite of what is supposed to happen since the MAT Correction table is supposed to pull OUT fuel with increase of temperatures.Just a little back ground, my fule and ve tables should be good but the guy that did the tune has the mat correction table set up to add more fuel when IAT’s get above 210 which is anytime I’m in boost (I’m in the process of installing water meth to help with this) so I’m thinking that is the problem when I’m WOT. My target afr is set around 11.6 but I end up with 10.1 which is as low as my wideband will read so I’m think I’m could be even richer then that
You've covered every single thing I was going to mention.
Its not as bad as my post made it out to be, really all i want to do is make sure that when i adjust the mat density correction back to where it should be his car does not go lean under boost. basically I want to verify his VE table values, once that is done i will know what i must do to correct the tune safely.Damn, Steve. Pretty cool you're willing to take that on.
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