EFIDynoTuning Forum

Looking for a little help. I have used the generated data from each vendors excel files for transfers and low/high slope breakpoint, etc... Where I don't trust them is the loads are low and the lambse's are nowhere near the uego lambdas. So I know that something or both are way off. My displacement in the software matches my engine. My idle load at 1000 RPM with a supercharged 363 is 0.16, which seems really low to me. Along with this and the commanded fuel being way off from what the widebands are reading concerns me. Don't get me wrong, closed loop is doing it's job of correcting the errors and the uego's are matching my base fuel table. Chris Richard's put the wideband transfers into the software, so it's safe to say that part is correct.

Does anyone have accurate Ford data to put into the Pro-M computer for 1200H's from Fuel Injector Clinic? I have tried their excel files that you can get online and they seem not even close. My PI corrections are in the 30-40 percentile range. I checked and there are no vacuum leaks or exhaust leaks.

My MAF is an HPX-E from PMAS in a 3.25in OD / 3in ID tube from Performance MRP with a honeycomb screen at the inlet. I have put the data into their downloaded excel sheet and then into the computer. I trust data a slight bit more than the FIC data, but not fully. Has anyone compared their transfer function for an HPX-E to the Excel file that PMAS has for that tube size after tuning?

Thanks

Hello,

Currently running a 363 that makes 865hp with Terminator X. Not too happy with it can't seem to get the LTFT to stay around 0 for more than one day when editing the VE table. I think that the problem is the way that the Terminator X Learn function works. If you are on a cell and correcting it with stft values that move to ltft, it raises or lowers the values depending and then smooths the other cells around it depending on how long you stay at the original cell. I think this is causing me to run in circles. Wide Open is dialed in within 2% always. I do have good experience with a Quarterhorse on my previous setup. I am just wondering if I switch everything back to the EEC-IV will there be any issues with keeping up with the engine. The wiring is in great shape. I had to disassemble the stock harness to build the Terminator into it. I would have no problem assembling it back to original harness.

Below are the specs:

363 CI
7,500 Redline
865hp / 730ftlb
256 / 265 @ 0.050 duration, 624/632 lift 116 LSA
FIC 1200CC Injectors
On3 Fuel Systems - 2,000 Gas / 1,400 E85 rated.
MSD Digital 6AL CDI Box
Holley Dual Sync Distributer

I have the fuel system in place wired into the Inertia switch triggering a relay so the stock ford stuff could still be used.

Here it is.

Hi Mike,

Can you help me understand how to read your table and apply spark bias to the stock A9L2 table?

I have GT40 3-bar heads. So your table has 24 deg for boosted, 34 deg for n/a and 45 deg for cruise. How do I apply this against your stock table?

Thanks,
Chris