Quote:
Originally Posted by rwest
I haven’t done a ton of comparisons on my MAP versus TPS to get a basic tune, but I wonder if making a few of the sections in normal cruising range closer together just like you have done near idle would make a smoother running car?
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So, yes, making the vertical scale (% TPS Load) smaller steps near 0% TPS gives you finer control for tip-in as the engine moves off idle and I did that with both the VE and the Ignition Advance tables - that was a recommendation from Al and it really works.
You can probably stretch out the horizontal scale a bit as you are probably rev'ing to 6500 rpm max?
Before you make the switch be sure you know what the kPa is for idle and for cruising on the highway, level and steady, at say 65 mph. Let's say it's 50 kPa at idle and 70 kPa at cruise. Those two load levels in Alpha-N will correspond to say 0-1% TPS for idle and 10% TPS for highway cruise.
Now you can take the cell values from the 50 kPA row of the Speed Density VE table and put them in the 0% TPS row of the Alpha-N VE table.
Next take the cell values from the 70 kPa row of the Speed Density VE table and put them in the 10% TPS row of the Alpha-N VE table.
Since 100 kPa is wide open throttle on a naturally aspirated engine, then take the cell values from the 100 kPa row of the Speed Density VE table and put them in the 100 % TPS row of the Alpha-N VE table.
Then take the rest of the cell values from the Speed Density VE table and fill in the rest of the Alpha-N VE table. You won't be using any of the cell values for rows with less than 50 kPa (or your actual idle kPa value) on the Speed Density VE table in the Alpha-N VE table as these rows represent % TPS values less than 0 % TPS.
Use the same procedure above for the AFR table and the Ignition table.
Then I used "Tune Analyze Live!" (auto tune) while driving the car over a range of conditions to tweak in the VE table.
Then if you choose, you can take the car to a dyno shop and have a calibration technician optimize the VE and Ignition table values for max torque and hp.
This is the procedure I followed when I converted my tune from Speed Density (kPa load) to Alpha-N (% TPS load).