Dude you're absolutely amazing. I'm learning how to tune and there's 5-10 new terms or concepts I learn about every time I watch a video. When I go to find out what these terms mean you're always the first person that pops up into my search. I found this video after watching a MAF tuning video of yours and I had no idea what power enrichment was. I decide to make a search on power enrichment and whadda ya know, you're the first on the list once again. Thank you so much for making these videos.
In the PE table, anything below 1 is removing fuel; you don't need a - in front of it. Take EQ divided by 14.7 and that would give you a rough idea as to where AFR would be if the VE table was tuned to be around 14.7. Great videos. Thank you.
Can you talk just a little bit about how SPARK/ADVANCE -> Base Corrections -> Gas could work at a WOT rich situation. Ultimately I heard you can use these tables to both add timing and lean fuel if you happen to be in a WOT rich situation vs just working to lean out your main fuel tables or add some timing and watch for KR. Seems interesting and useful!
Very important point you made about the PE actually effecting the other table, not just an addition of fuel on top of fuel. Also assuring to learn that you believe PE is great insurance to keep in play!
Do you know of any other videos out there for us guys that aren't pros yet with hptuners? you go so fast because you seem to know the software inside and out but its mind blowing for a rookie like me in my early stages of tuning research to try and keep up with what you are doing.
So i could be completely wrong but i set up my power enrichment on a NA motor just like the power valve on a carburetor. I disable all other qualifiers for PE and have it enable based solely on MAP around 90 kpa or so. That way anytime the motor is near 100% load (i.e. little to no manifold vacuum) the ECU commands the PE AFR. Now i realize in stock tune this is totally unnecessary as the power enrichment is essentially disabled on this LQ4 6 liter ive been tuning from the factory. However i RAPE the AFR spark correction table to add up to 4-7 degress of timing to the base tables when in power enrichment. Because trying to add that much more timing to the base table at high cylinder airmass numbers at 1.0 lambda causes detonation. So by having the PE come in at high manifold pressures you can squeeze more timing in the motor and really pick up torque down low and the richer AFR is cooling the combustion chamber to prevent detonation. I understand a richer AFR inherently needs more timing to make a given cylinder pressure because richer AFRs burn slower than a leaner AFR, albeit by only a degree or two. So in my mind adding MORE timing than needed to compensate for the slower burn MUST increase cylinder pressure and thus MUST make more torque assuming you havent gone past MBT. I would like to hear your thoughts on this because no one seems to understand what im getting at or just blow me off by saying "your gunna blow your motor kid". No knock retard logged so no blown motor as of yet lol
I think your logic is pretty sound on an NA motor when it comes to PE, which is why you see even on stock tunes it doesn't kick on until you're really high in the usable RPM range of the motor. I also like the approach of simplifying what triggers it, it's gotten unnecessarily complicated, though I do like the option of the knock PE that the later models have introduced even though it's not being used on NA models as far as I can tell but it's nice to have the option if you go FI eventually. I still think MBT requires a Dyno to set your timing to where you're making the most power and then you can dial back your PE as lean as your can before your start seeing issues with cylinder temp. At some point your also getting into what we consider diminishing results where we are potentially creating an unsafe environment for such small power gains that it is no longer worth it. As far as everyone else, you do you man, it's your rig, prove em wrong.
This video really helped me out. I put a crate 6.0 liter in my 08 avalanche and it has larger injectors. I had someone write a tune file for me but he didn't account for the larger injectors and so the LTFT were living at -24 . I had tried some injector tables off a spreadsheet but they didn't work with the E38 ECM. Once you showed the Z06 table I could see it was where i needed to be since the Z06 runs the same size injector. I loaded that table and it was lean but after removing 10% off the table it came in perfectly. Now I just have to figure out if there is any other problems with anything else since I don't know exactly what he did but i am on the right track now.
Wow amazing videos thanks for all the information.i have a 2007 suburban with mods and HP tune. im replacing the ecm and need advise on the process. flagship sent me stock ecm to my vin.can i save my tune file install the ecm then restore my tune
Your very good at this I had my tune right but I has to mess with it! I'm trying to get it back we're I had it I deleted the wrong tune so now I'm trying to get it back I'm trying to get it from 11-14 on the Afr
Look up a stock tune in the HPTuners repository for your vehicle and double check what all has been changed, just remember don't change to many things at once.
Great video as usual! I have a 2007 Solstice GXP with the LNF engine. In HP Tuner it seems the only fuel table available to edit is the Power Enrichment Lambda table. Do you know if that's the case, and if so, can I tune fuel only tuning the Power Enrichment Lambda table? The only other fuel items I can edit are things like Fuel Pressure Limits, etc which are just single cells (not tables).
15:54 So What He Is Saying About Power Enrichment And Keeping It On Is That Even Though It Is Turned On, The Vehicles Displayed Commanded Lambda Is Accounted For? So With Power Enrichment On... The Commanded Lambda Should Match Your Wideband Correct? (Assuming Your VE Tables / MAF Is Scaled Correctly In The Fist Place Right?)
I am seeing a lot of heat. Changed radiator twice (better each time) water pump 3 times, vacuum filled water, 3 diff temp thermostat. Two people have tuned. Got fed up built new 408, same problems. New harness and computer. Still same issue....thoughts?
Great video, PE has been a thorn in my side when trying to hit higher MAF frequencies for MAF tuning. This makes a lot of sense now though and I understand why when I really get into the throttle my AFR bottoms out at around .80. With that being said I'll be trying to take some minor (4%) fueling out of the PE table since I am running really really rich when it comes on. Also, if we are leaving PE on for tuning, but we are constantly trimming fuel off of areas that PE is impacting, can this cause issues? For instance, PE gets modified later down the road to let's say hit at 5k rpms and before it was around 4k, so will we now go really lean at 4k-5k RPMs and if yes, how would you handle or prevent that?
Your videos are the ultimate source for learning tuning! I have a question regarding power enrichment on a Camaro LS1 2002 stock tune. The Min Torque is set to 0% which I find odd. Doesn't that mean that the PE will always be enabled?
You personally make sense and do a great job of explaining but most calibration data is basic i don't even know were ti write the high and low slopes on hp
So got an idea GRG! Neef a video that goes along with all your other vids to the MAX! Need a how to video on how to convert your AFR readings to Lambda. Basically if someone is logging in AFR ERROR show them how to switch these logs to lambda since thats what you preach. :-) an i agree we should all be tuning in lambda
Wish you would show how to load it to the computer and what is needed for all these older people that has not used a computer but wants to do it there self. God Bless
Fuel only burns as vapor, it takes time to go from liquid to vapor, the heat will help 'evaporate' the fuel, but more fuel will evaporate, partly giving a good air/fuel ratio to burn while ending up more rich as the burn continues. Similar to cold weather enrichment, or chokes from the old days, supplying more fuel to have enough to evaporate for a good ratio, as the engine heats up. Less fuel is needed because it evaporates faster. And like you said, more fuel cools the combustion, lean AFR is hotter, and hot spots will happen, leading to detonation, very bad with boost or nitrous! Bad enough without, it can kill engines over time, or instantly , just putting this out there, sure you know this,
I have a really small turbine wheel (k04-22) on a 2.4 LE5 with e67 ECU. I have my power enrichment kick it super fast since I can spool to 7psi almost instantly at any RPM. I know the correct answer is to get a bigger turbo that is more appropriate for my engine size, but in the meantime: should I still delay the PE to higher RPM and have a slower ramp-in rate, or should I leave PE almost instant so that I don't risk a lean boost condition when I punch the throttle around 3000RPM?
I have a tune from a 2002 Tahoe that has flex fuel. It doesn't have 2 different PE Tables like that one. How do the early flex fuel vehicles handle that? I under the flex fuel tab for sensor it has a default % of 38%.. But I don't see where the system changes anything if it detects E85 or GAS.... Can you shed some light on this for me?
I just built a gen 4 ls motor and it makes around 450. When I initially tuned it was the end of summer. I did my MAF and VE and then dialed timing. My afr's were perfect at 12.8 in PE mode for several weeks and made great power. When the weather cooled off now it's at 11.5 in PE and I have made no changes and it has been running great until now. I can tell at 11.5 I have lost power. My question, will change in weather affect a MAF setup like that? I know it will on speed density setup but thought my maf would account for atmospheric changes? Any advice? Should I retune my VE and check my MAF again? Thanks
I have a turbo on an LE5 ecotec, and the turbo makes a lot of it's boost very low in the RPM. should I be using PE to account for the sudden charge of extra air when I pin the throttle down in the lower RPM? I don't like seeing the AFRs buck around up tp 15-16 for a second or two when my engine is accelerating under load, *even* though I'm still only sitting around 50-90kpa MAP.
Any insight into why on those gas PE tables, does it get richer as it goes toward 4300, but then gets leaner toward the top? Shouldn't it continue on the richer progression?
So spent some time on the dyno with my 2015 camaro 1le and my car makes the most power with an afr of about 12.8 under wide open throttle I have my power enrichment ramping up to a peak of 1.21 is this to much PE or is that about right. Driving around afr stays right around 14.6 to 14.8 with maf and o2s and took a 10 hour trip to oklahoma averaged 28mpg there and 30.1 on the way back
Just curious, will a flex vehicle allow use of E100? Just been curious, most cars can tolerate 10-15%, and can it judge between ethanol, and methanol? 100% methanol, with 15% fuel? Insted of ethanol/ E85, M85 I guess, I'm only concerned with GM, as far as I'm concerned, besides Japanese vehicles, they don't make anything else, haha, great video, I'm hoping to learn the basics of how HP tuners work, I have a decent idea of how the engine , fueling, and trans works! Thanks for the info!
Ok 2 years I've battled this. I am not new or novice to tuning on hpt. I have a 2011 silverado 376/6.2l No matter how much I zero, or lower my tps enable or anything.. my p.e. barly ever engages seems to only go to p.e. as commanded once or twice after writing a tune then after that I can stomp it up a hill in colorado to 100% and it'll stay at fuckin 14.1:1 Then I'll write a file and it'll go in to p.e. after that once or twice when I stomp it as it should. Then stops again... This is fairly common with silverados on htp from what I've read. And man ive set this to litteraly 0 map. 0rpm, the upper and lower bypass are maxed 250°/-426° ramp In is at 2.0 Ramp out 0.05 Hot tps set to 50% I mean I've done it all man and this has gone on and on and on for 2 years now I've never had these issues tuning v8 cars.. it does what I tell it. But on the trucks this is a constant issue man. Any one got some insight? Do I need to update o.s.? Or... are we just fucked I mean can I add a boost enrichment and set it to n/a levels? I've even turned piston protection on after 3krpm Thanks for any ideas guys
12:39 So confused why there are values in the low RPM range of the PE EQ table if it doesn't kick in until the RPM Delay. What's the point of the low RPM value? Thanks
Delay does what it says, delays PE coming on, and having a set point of 4k will usually mean you break the delay before the delay expires and get into PE anyways, but say you are on a 6 speed manual and you put it in 6th and give it WoT from 2k, good chance your delay will expire before you hit 4k and allow PE. The idea being that normally you don't need PE until the higher RPM's when cylinder temp becomes an issue but under heavy load like the situation we are talking about there is a likely hood that you would need PE to keep from getting knock. That is why we have a table that goes down into the lower RPM's like that so we have a reference setpoint no matter where we are at, even if we are in areas we can't even operate the car (Sub 1k rpm).
@@GoatRopeGarage Thanks. My ZL1 was MAF tuned so I couldnt figure out stuff like this. My tuner has my delay at 5000 and other things are weird in there too. Trying to learn more to see how he built my tune. Thanks for what you do here. You're a hero to many.
Not having enough can cause issues also. But also not getting into PE soon enough can be an issue on some cars, try lowering the enabled points and see if enrichment helps
No, Na vehicles benefit from PE also, as rpm’s go up, cylinder temp goes up and the extra fuel cools the cylinder temp. Boost makes it hotter as air heats up when it is compressed.
Hi one thing i don't like about hp is the injector calibration iam used to setting high and low slope and pulse width how the hell do i import this data
Hey man. I have a ls2 gto torquer v4 cam (231/234 .629"/.615" 111 LSA) headers full exhaust. I run perfect 1 lambda from idle to 5k (+/-.02) and work my way to put .85 under power enrich all the way to redline. My car billows black smoke, the bumper is covered in black soot and my oil seems contaminated. I use a aem 30-0300, tuned ve and maf thanks to your videos, and the long term and short term fuel trims suggest that my tune is spot on. What could be the issues, where should I look?
Headers are skewing your narrowband readings, the narrowband switching points need to be adjusted after long tube installs, get it idling at perfect 1.0 then look at the average narrowband mv and then bump them, normally need to go from .45v to .65v to start
Alright, I have a couple of questions I have a 2005 dodge ram and I bought the tuning school's dodge tuning book and it says to leave the commanded AFR ratio alone and tune with power enrichment to reach the AFR you want. What are your toughts on this? How do you determine what the desired AFR should be? Thank you
02 Silverado 5.3 completely stock everything. Very laggy between 2700-3700 rpms. At what point should I start ramping in PE? 3500? I have upgrades coming which is why I have the tuner but I’m doing as much on the stock motor as I can for the learning benefit. Thanks.
Think delay is set to 5k on this truck with 90% pedal being the trigger, you can try dropping the delay and take maybe 5% fuel out of your enrichment by multiplying the entire PE EQ Ratio Gas table by .95 as it is very rich from the factory. If you start getting into PE too quick you will actually rob yourself of power, it is most effective at the higher RPMs.
Drop the power enrichment rpm to 2000 - 2500 rpm. Put the ramp rate at .500 and TPS required to 50%. Power enrichment is the equivalent of the secondaries on a carburetor. The factory setting was 5,000 rpm enable with a 60s delay, and 100% throttle requirement, it was effectively off. This adjustment made the largest difference on my cammed 5.3 Silverado. My factory (pe) equivalence ratio was set to 1.300 and now it’s at 1.200-1.180. This is how my ecm came back tuned by Casey Rance after the cam swap, and it works fantastic. I’ve got hp tuners now and wideband on the way, because I want it dialed in as close as possible.
So if your tuning PE and shooting for .87 lets say on 93 and you get it working right. Then when you convert over to tune your E85 PE. would you shoot for .87 on that table too? Since it's the same in Lambda?
Kyle, in many respects PE (as you mentioned) may aid in my ramp challenges. I have watched this video about 5 times now $ ... :) but have some questions and likely wont type them all. But, assuming my SD scenario and a very solid VE fuel map. When PE kicks in won't this only make me run richer in the respective areas once it kicks in? Also, is the correlation between richer and power the one that is being made in PE? Meaning because more fuel is being added your now assuming more power which is not always the case as I told you I was pig rich as it was and likely losing power as a result - to add my METH kicks in with BOOST also which simply richens even further? LOGGING PE? - is there any special way to log when PE kicks on other than via AFR? last question ..... I have seen in my logs when Short/Term ceases and just flat lines - is this when PE kicks in that no longer is Short Term corrections being used? Sorry for all the questions but that would help me a great deal even if you just can answer some of them. Thanks so much it is appreciated and hope you are having a great weekend!!!
You have a PE PID you can log that will show you when it's active, but you're also right in that your narrowband sensors peg rich also. You don't have a PE area, per say, you have triggers that you set so you can engage PE at different times in the VE table. PE is generally only activated in higher RPM or WoT situations, both of which need the extra richness to safely produce power.
After improving my info I have run into my old comment now I see it as a dump comment since pe will not kick in at close loop situations so it's only for wot it doesn't have anything to do with mpg you stupid
Hey should my eq ratio commanded, and my Afr commanded be the same numbers? Right now my eq ratio commanded is 14.7 and my Afr commanded is 14.4, would they fight each other since they are not the same. Thanks
I tried a f5 superchip programer and I get ticking and or knocking at full throttle on a 08 silverado 5.3 what do you think is wrong with there tune? And what do you think it's doing to my truck. Is it exploding before top dead center or something else. Thanks
I'm chasing my tail. Stupid ?? Has to be asked. In my eq ratio table. Does Increasing my numbers give me more fuel on commanded? Running 80 lamdra, 11.78 atf ,table is at 1.250. Wanting to get 85 lamdra or 12.5 atf my histogram is saying. .9-1.2 lean my ve table is at 102.
@@GoatRopeGarage I'm on hp tuners now under the Cut off, DFCO, I don't see where there is an option to disable it, just values for temp and rpm and does CFCO stay on or that has to be disabled too?
So would you still need to have a climbing pe value with a boost reference fuel pressure regulator once you break the zero vacuum point or would you tune the PE up to the point of boost and then let the FPR handle it from there
You'd still want to have the rate climbing in the PE table or else it will slow down your duty cycle on your injectors regardless of what your rail pressure is. The big thing you're probably going to want to do is setup your PE to come in around the RPM range of where you start making boost. Factory settings hold PE off until way higher in the RPM band. PE is bad for fuel economy, lol
My car wouldn't go into power enrichment. It's a 2017 camaro ss A8.Throttle body position barely pass 50% when I floor it to redline on 3rd gear. Do you think its the tuning or could it be mechanical. Can you help me figure out what's the deal here. Thanks bro
@@maximuss5533 he adjust your torque? Sounds like you're getting limited by torque. The throttle position you're logging, is it SAE? If so full open is only 76% or there about. But if you don't have things dialed in right it's going to limit it's ability to open and possibly be related to what you can't hit PE
Hey man so I just installed a 219/226 .630/.603 / 112 Brian tooley stage 1 truck cam in my truck I had the heads ported / polished Added long tube headers , double x pipes and a circle d 3200 stall I’m my 2017 GMC Sierra 5.3 z71. The shop that did my work sold me on the idea after telling me how powerful my truck would be. Well now my truck has problems staying turned on, seems it is having trouble finding gears, and to be honest it just seems it has way less power / torque in general. I feel I made a huge mistake as this is my daily driver and I’m a single dad . I’m in the Atlanta area is there anyone you know who can help me?
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Dude you're absolutely amazing. I'm learning how to tune and there's 5-10 new terms or concepts I learn about every time I watch a video. When I go to find out what these terms mean you're always the first person that pops up into my search. I found this video after watching a MAF tuning video of yours and I had no idea what power enrichment was. I decide to make a search on power enrichment and whadda ya know, you're the first on the list once again. Thank you so much for making these videos.
I can not express my gratitude enough for what you teach us...
Your a wizard!
I am a sponge to your knowledge at this point lol
Thank you very much!
Thanks for watching!
In the PE table, anything below 1 is removing fuel; you don't need a - in front of it. Take EQ divided by 14.7 and that would give you a rough idea as to where AFR would be if the VE table was tuned to be around 14.7.
Great videos. Thank you.
Can you talk just a little bit about how SPARK/ADVANCE -> Base Corrections -> Gas could work at a WOT rich situation. Ultimately I heard you can use these tables to both add timing and lean fuel if you happen to be in a WOT rich situation vs just working to lean out your main fuel tables or add some timing and watch for KR. Seems interesting and useful!
I'll look in to it, thanks for the suggestion!
bad ass!people have tried for years,you nailed it! Making it easy to understand!
Very important point you made about the PE actually effecting the other table, not just an addition of fuel on top of fuel. Also assuring to learn that you believe PE is great insurance to keep in play!
Do you know of any other videos out there for us guys that aren't pros yet with hptuners? you go so fast because you seem to know the software inside and out but its mind blowing for a rookie like me in my early stages of tuning research to try and keep up with what you are doing.
So i could be completely wrong but i set up my power enrichment on a NA motor just like the power valve on a carburetor.
I disable all other qualifiers for PE and have it enable based solely on MAP around 90 kpa or so. That way anytime the motor is near 100% load (i.e. little to no manifold vacuum) the ECU commands the PE AFR. Now i realize in stock tune this is totally unnecessary as the power enrichment is essentially disabled on this LQ4 6 liter ive been tuning from the factory.
However i RAPE the AFR spark correction table to add up to 4-7 degress of timing to the base tables when in power enrichment. Because trying to add that much more timing to the base table at high cylinder airmass numbers at 1.0 lambda causes detonation. So by having the PE come in at high manifold pressures you can squeeze more timing in the motor and really pick up torque down low and the richer AFR is cooling the combustion chamber to prevent detonation.
I understand a richer AFR inherently needs more timing to make a given cylinder pressure because richer AFRs burn slower than a leaner AFR, albeit by only a degree or two. So in my mind adding MORE timing than needed to compensate for the slower burn MUST increase cylinder pressure and thus MUST make more torque assuming you havent gone past MBT.
I would like to hear your thoughts on this because no one seems to understand what im getting at or just blow me off by saying "your gunna blow your motor kid". No knock retard logged so no blown motor as of yet lol
I think your logic is pretty sound on an NA motor when it comes to PE, which is why you see even on stock tunes it doesn't kick on until you're really high in the usable RPM range of the motor. I also like the approach of simplifying what triggers it, it's gotten unnecessarily complicated, though I do like the option of the knock PE that the later models have introduced even though it's not being used on NA models as far as I can tell but it's nice to have the option if you go FI eventually.
I still think MBT requires a Dyno to set your timing to where you're making the most power and then you can dial back your PE as lean as your can before your start seeing issues with cylinder temp. At some point your also getting into what we consider diminishing results where we are potentially creating an unsafe environment for such small power gains that it is no longer worth it.
As far as everyone else, you do you man, it's your rig, prove em wrong.
Thanks again for this short and clear explanation.
Thanks for watching!
This video really helped me out. I put a crate 6.0 liter in my 08 avalanche and it has larger injectors. I had someone write a tune file for me but he didn't account for the larger injectors and so the LTFT were living at -24 . I had tried some injector tables off a spreadsheet but they didn't work with the E38 ECM. Once you showed the Z06 table I could see it was where i needed to be since the Z06 runs the same size injector. I loaded that table and it was lean but after removing 10% off the table it came in perfectly. Now I just have to figure out if there is any other problems with anything else since I don't know exactly what he did but i am on the right track now.
I really enjoyed this video. Thank you for sharing
Wow amazing videos thanks for all the information.i have a 2007 suburban with mods and HP tune. im replacing the ecm and need advise on the process. flagship sent me stock ecm to my vin.can i save my tune file install the ecm then restore my tune
Your very good at this I had my tune right but I has to mess with it! I'm trying to get it back we're I had it I deleted the wrong tune so now I'm trying to get it back I'm trying to get it from 11-14 on the Afr
Look up a stock tune in the HPTuners repository for your vehicle and double check what all has been changed, just remember don't change to many things at once.
Killer input and thanks for sharing!
How to tune my ecu. Which compression ratio to use. What is a redline tune. What to adjust.
1000+hp goal
Lq9 4 .000
/ with +29cc forged dish pistons
Gen 4 rods and arp bolt
L92 heads stock 70cc
Comp cam 239/255 @.50 624/624 114
Boost 24 psi turbos 66mm twin
Rpm 6500
E85
18* spark
Arp head studs.
1200 cc injectors.
Ls3 intake.
4l80e 3800 stall
.32 top/.30 2nd. .70 oil gaps
STATIC Compression Ratio:
7.73:1
DYNAMIC Compression Ratio:
4.87:1
I really miss just changing Jets. This shit is rocket science.
passed right by that cold and hot throttle, i would like to learn more about that!
Great video as usual! I have a 2007 Solstice GXP with the LNF engine. In HP Tuner it seems the only fuel table available to edit is the Power Enrichment Lambda table. Do you know if that's the case, and if so, can I tune fuel only tuning the Power Enrichment Lambda table? The only other fuel items I can edit are things like Fuel Pressure Limits, etc which are just single cells (not tables).
HP tuner on a 2004 Silverado and keep getting a read fail from ECM. Been pulling fuses but no look reading. Any suggestions?
He is truly great.
15:54 So What He Is Saying About Power Enrichment And Keeping It On Is That Even Though It Is Turned On, The Vehicles Displayed Commanded Lambda Is Accounted For? So With Power Enrichment On... The Commanded Lambda Should Match Your Wideband Correct? (Assuming Your VE Tables / MAF Is Scaled Correctly In The Fist Place Right?)
I am seeing a lot of heat. Changed radiator twice (better each time) water pump 3 times, vacuum filled water, 3 diff temp thermostat. Two people have tuned. Got fed up built new 408, same problems. New harness and computer. Still same issue....thoughts?
Great video, PE has been a thorn in my side when trying to hit higher MAF frequencies for MAF tuning. This makes a lot of sense now though and I understand why when I really get into the throttle my AFR bottoms out at around .80. With that being said I'll be trying to take some minor (4%) fueling out of the PE table since I am running really really rich when it comes on. Also, if we are leaving PE on for tuning, but we are constantly trimming fuel off of areas that PE is impacting, can this cause issues? For instance, PE gets modified later down the road to let's say hit at 5k rpms and before it was around 4k, so will we now go really lean at 4k-5k RPMs and if yes, how would you handle or prevent that?
Your videos are the ultimate source for learning tuning! I have a question regarding power enrichment on a Camaro LS1 2002 stock tune. The Min Torque is set to 0% which I find odd. Doesn't that mean that the PE will always be enabled?
No, you still need to exceed the rpm delay and TPS in the cold table to go into PE
You personally make sense and do a great job of explaining but most calibration data is basic i don't even know were ti write the high and low slopes on hp
So got an idea GRG! Neef a video that goes along with all your other vids to the MAX! Need a how to video on how to convert your AFR readings to Lambda. Basically if someone is logging in AFR ERROR show them how to switch these logs to lambda since thats what you preach. :-) an i agree we should all be tuning in lambda
I can probably handle that!
Goat Rope Garage - guaranteed like an subscribed 4 LIFE FROM ME!
So on a just stock 5.3 would you only use the pe table to add and remove fuel or is a better table to use ?
Wish you would show how to load it to the computer and what is needed for all these older people that has not used a computer but wants to do it there self. God Bless
Fuel only burns as vapor, it takes time to go from liquid to vapor, the heat will help 'evaporate' the fuel, but more fuel will evaporate, partly giving a good air/fuel ratio to burn while ending up more rich as the burn continues. Similar to cold weather enrichment, or chokes from the old days, supplying more fuel to have enough to evaporate for a good ratio, as the engine heats up. Less fuel is needed because it evaporates faster. And like you said, more fuel cools the combustion, lean AFR is hotter, and hot spots will happen, leading to detonation, very bad with boost or nitrous! Bad enough without, it can kill engines over time, or instantly , just putting this out there, sure you know this,
I have a really small turbine wheel (k04-22) on a 2.4 LE5 with e67 ECU. I have my power enrichment kick it super fast since I can spool to 7psi almost instantly at any RPM. I know the correct answer is to get a bigger turbo that is more appropriate for my engine size, but in the meantime: should I still delay the PE to higher RPM and have a slower ramp-in rate, or should I leave PE almost instant so that I don't risk a lean boost condition when I punch the throttle around 3000RPM?
How much would you charge me to send me a tune for a 4.8 cam 228 228 112.
I have a tune from a 2002 Tahoe that has flex fuel. It doesn't have 2 different PE Tables like that one. How do the early flex fuel vehicles handle that? I under the flex fuel tab for sensor it has a default % of 38%.. But I don't see where the system changes anything if it detects E85 or GAS.... Can you shed some light on this for me?
I have a stock 6.0 lq4 and i want a little more power how would i do that
I just built a gen 4 ls motor and it makes around 450. When I initially tuned it was the end of summer. I did my MAF and VE and then dialed timing. My afr's were perfect at 12.8 in PE mode for several weeks and made great power. When the weather cooled off now it's at 11.5 in PE and I have made no changes and it has been running great until now. I can tell at 11.5 I have lost power. My question, will change in weather affect a MAF setup like that? I know it will on speed density setup but thought my maf would account for atmospheric changes? Any advice? Should I retune my VE and check my MAF again? Thanks
I have a turbo on an LE5 ecotec, and the turbo makes a lot of it's boost very low in the RPM. should I be using PE to account for the sudden charge of extra air when I pin the throttle down in the lower RPM? I don't like seeing the AFRs buck around up tp 15-16 for a second or two when my engine is accelerating under load, *even* though I'm still only sitting around 50-90kpa MAP.
Have you tuned Gen 3 Hemi’s?
Any insight into why on those gas PE tables, does it get richer as it goes toward 4300, but then gets leaner toward the top? Shouldn't it continue on the richer progression?
Follows the torque curve for the motor as that is where load is the highest and thus cylinder temp will be highest.
Would it be wise to tune a lifted 6.2/6l80e vehicle with stock drivetrain?
So spent some time on the dyno with my 2015 camaro 1le and my car makes the most power with an afr of about 12.8 under wide open throttle I have my power enrichment ramping up to a peak of 1.21 is this to much PE or is that about right. Driving around afr stays right around 14.6 to 14.8 with maf and o2s and took a 10 hour trip to oklahoma averaged 28mpg there and 30.1 on the way back
Just curious, will a flex vehicle allow use of E100? Just been curious, most cars can tolerate 10-15%, and can it judge between ethanol, and methanol? 100% methanol, with 15% fuel? Insted of ethanol/ E85, M85 I guess, I'm only concerned with GM, as far as I'm concerned, besides Japanese vehicles, they don't make anything else, haha, great video, I'm hoping to learn the basics of how HP tuners work, I have a decent idea of how the engine , fueling, and trans works! Thanks for the info!
Yes, flex fuel lines running from tank are suitable for E85+, the stock fuel ones don’t have safe lines.
Whats the best way to get my cam to sound more choppy at idle underspeed overspeed tables or something else? Its a 228/235 113+4 LSA cam.
I am trying to tune a ls1 2004 5.7 with a turbo so i need to import 2 bar map and 800 cc injectors how and were do i do it
Ok 2 years I've battled this.
I am not new or novice to tuning on hpt.
I have a 2011 silverado 376/6.2l
No matter how much I zero, or lower my tps enable or anything.. my p.e. barly ever engages seems to only go to p.e. as commanded once or twice after writing a tune then after that I can stomp it up a hill in colorado to 100% and it'll stay at fuckin 14.1:1
Then I'll write a file and it'll go in to p.e. after that once or twice when I stomp it as it should.
Then stops again...
This is fairly common with silverados on htp from what I've read.
And man ive set this to litteraly 0 map. 0rpm, the upper and lower bypass are maxed 250°/-426° ramp In is at 2.0
Ramp out 0.05
Hot tps set to 50%
I mean I've done it all man and this has gone on and on and on for 2 years now
I've never had these issues tuning v8 cars.. it does what I tell it.
But on the trucks this is a constant issue man.
Any one got some insight?
Do I need to update o.s.?
Or... are we just fucked
I mean can I add a boost enrichment and set it to n/a levels?
I've even turned piston protection on after 3krpm
Thanks for any ideas guys
12:39 So confused why there are values in the low RPM range of the PE EQ table if it doesn't kick in until the RPM Delay. What's the point of the low RPM value? Thanks
Delay does what it says, delays PE coming on, and having a set point of 4k will usually mean you break the delay before the delay expires and get into PE anyways, but say you are on a 6 speed manual and you put it in 6th and give it WoT from 2k, good chance your delay will expire before you hit 4k and allow PE. The idea being that normally you don't need PE until the higher RPM's when cylinder temp becomes an issue but under heavy load like the situation we are talking about there is a likely hood that you would need PE to keep from getting knock. That is why we have a table that goes down into the lower RPM's like that so we have a reference setpoint no matter where we are at, even if we are in areas we can't even operate the car (Sub 1k rpm).
@@GoatRopeGarage Thanks. My ZL1 was MAF tuned so I couldnt figure out stuff like this. My tuner has my delay at 5000 and other things are weird in there too. Trying to learn more to see how he built my tune. Thanks for what you do here. You're a hero to many.
Not having enough can cause issues also. But also not getting into PE soon enough can be an issue on some cars, try lowering the enabled points and see if enrichment helps
So when you take a naturally aspirated vehicle and put a turbo then you will to go into pe ? Is that correct?
No, Na vehicles benefit from PE also, as rpm’s go up, cylinder temp goes up and the extra fuel cools the cylinder temp. Boost makes it hotter as air heats up when it is compressed.
Hi one thing i don't like about hp is the injector calibration iam used to setting high and low slope and pulse width how the hell do i import this data
Very helpful, thank you
Hey man. I have a ls2 gto torquer v4 cam (231/234 .629"/.615" 111 LSA) headers full exhaust. I run perfect 1 lambda from idle to 5k (+/-.02) and work my way to put .85 under power enrich all the way to redline. My car billows black smoke, the bumper is covered in black soot and my oil seems contaminated. I use a aem 30-0300, tuned ve and maf thanks to your videos, and the long term and short term fuel trims suggest that my tune is spot on. What could be the issues, where should I look?
In for answers
Headers are skewing your narrowband readings, the narrowband switching points need to be adjusted after long tube installs, get it idling at perfect 1.0 then look at the average narrowband mv and then bump them, normally need to go from .45v to .65v to start
Alright, I have a couple of questions I have a 2005 dodge ram and I bought the tuning school's dodge tuning book and it says to leave the commanded AFR ratio alone and tune with power enrichment to reach the AFR you want. What are your toughts on this? How do you determine what the desired AFR should be? Thank you
If I want to add more fuel in 2k-4K rpm I would add 1.333 from the original 1.233???
thanks i see now how it works
do you need to make any changes to delay step?
I love your videos thank you!
My 2011 Camaro SS stock pe rpm is set at 2000 rpm at 30% throttle I wonder why the 2010 is at 5k
02 Silverado 5.3 completely stock everything. Very laggy between 2700-3700 rpms.
At what point should I start ramping in PE? 3500?
I have upgrades coming which is why I have the tuner but I’m doing as much on the stock motor as I can for the learning benefit. Thanks.
Think delay is set to 5k on this truck with 90% pedal being the trigger, you can try dropping the delay and take maybe 5% fuel out of your enrichment by multiplying the entire PE EQ Ratio Gas table by .95 as it is very rich from the factory. If you start getting into PE too quick you will actually rob yourself of power, it is most effective at the higher RPMs.
Drop the power enrichment rpm to 2000 - 2500 rpm. Put the ramp rate at .500 and TPS required to 50%. Power enrichment is the equivalent of the secondaries on a carburetor. The factory setting was 5,000 rpm enable with a 60s delay, and 100% throttle requirement, it was effectively off. This adjustment made the largest difference on my cammed 5.3 Silverado. My factory (pe) equivalence ratio was set to 1.300 and now it’s at 1.200-1.180.
This is how my ecm came back tuned by Casey Rance after the cam swap, and it works fantastic. I’ve got hp tuners now and wideband on the way, because I want it dialed in as close as possible.
So if your tuning PE and shooting for .87 lets say on 93 and you get it working right. Then when you convert over to tune your E85 PE. would you shoot for .87 on that table too? Since it's the same in Lambda?
Theoretically you can run the PE a bit leaner on the e85 table given its properties
@@GoatRopeGarage So on a NA L86 .89 lambda?? As long as it's not knocking.
Kyle, in many respects PE (as you mentioned) may aid in my ramp challenges. I have watched this video about 5 times now $ ... :) but have some questions and likely wont type them all. But, assuming my SD scenario and a very solid VE fuel map. When PE kicks in won't this only make me run richer in the respective areas once it kicks in? Also, is the correlation between richer and power the one that is being made in PE? Meaning because more fuel is being added your now assuming more power which is not always the case as I told you I was pig rich as it was and likely losing power as a result - to add my METH kicks in with BOOST also which simply richens even further? LOGGING PE? - is there any special way to log when PE kicks on other than via AFR? last question ..... I have seen in my logs when Short/Term ceases and just flat lines - is this when PE kicks in that no longer is Short Term corrections being used?
Sorry for all the questions but that would help me a great deal even if you just can answer some of them. Thanks so much it is appreciated and hope you are having a great weekend!!!
You have a PE PID you can log that will show you when it's active, but you're also right in that your narrowband sensors peg rich also. You don't have a PE area, per say, you have triggers that you set so you can engage PE at different times in the VE table. PE is generally only activated in higher RPM or WoT situations, both of which need the extra richness to safely produce power.
How about a 2017 SS camero it’s all stock I just got can I still tune it and make HP and is it worth tuning a stock vehicle ?
I cut 4 tenths off my time in my 08 Corvette with a tune only
A previous tuner turned the delay rpm to 0 on my PE, it’s a 2010 camaro and stock it had a delay of 3,000 rpm, seems odd to me
With delay to 0 it is probably just using pedal percentage
I want to know how to call for a specific afr
Is power enrichment for performance or is it just a safety? Is there any benefit of adding power enrichment earlier for performance
Both, and it depends, if you're FI there for sure is, NA, maybe not so much
What about mpg on a stock car if I want to tune for best mpg what should I basically tune In pe since you said never turn it off
After improving my info I have run into my old comment now I see it as a dump comment since pe will not kick in at close loop situations so it's only for wot it doesn't have anything to do with mpg you stupid
Do you remote tune ?
Hey should my eq ratio commanded, and my Afr commanded be the same numbers? Right now my eq ratio commanded is 14.7 and my Afr commanded is 14.4, would they fight each other since they are not the same. Thanks
No, eq ratio should read 1.0 when commanding a stoich AFR
I tried a f5 superchip programer and I get ticking and or knocking at full throttle on a 08 silverado 5.3 what do you think is wrong with there tune? And what do you think it's doing to my truck. Is it exploding before top dead center or something else. Thanks
Timing is probably too advanced. Canned tunes seldom produce any results
@@GoatRopeGarage thanks for the reply. Happy holidays
Sir how to installation hptuner
I'm chasing my tail. Stupid ?? Has to be asked. In my eq ratio table. Does Increasing my numbers give me more fuel on commanded? Running 80 lamdra, 11.78 atf ,table is at 1.250. Wanting to get 85 lamdra or 12.5 atf my histogram is saying. .9-1.2 lean my ve table is at 102.
Do you have any videos that touch upon DFCO, loss my deceleration popping sound, tryna see a setting where I need to be to get it back
Turn it off
@@GoatRopeGarage I'm on hp tuners now under the Cut off, DFCO, I don't see where there is an option to disable it, just values for temp and rpm and does CFCO stay on or that has to be disabled too?
Should be an enable parameter, and do away with CFCO if it's a manual
So would you still need to have a climbing pe value with a boost reference fuel pressure regulator once you break the zero vacuum point or would you tune the PE up to the point of boost and then let the FPR handle it from there
You'd still want to have the rate climbing in the PE table or else it will slow down your duty cycle on your injectors regardless of what your rail pressure is. The big thing you're probably going to want to do is setup your PE to come in around the RPM range of where you start making boost. Factory settings hold PE off until way higher in the RPM band. PE is bad for fuel economy, lol
👍🏻👍🏻
Great info, can we send you a HP Scanner file for review?
Working on a system specifically for this. I'll get back to you shortly.
Goat Rope Garage Thanks!
@@GoatRopeGarage did ever get pro
Gram for this
Im so confused all i want to know is what i should set the spart timing and enrichment percentage
Spark*
My car wouldn't go into power enrichment. It's a 2017 camaro ss A8.Throttle body position barely pass 50% when I floor it to redline on 3rd gear. Do you think its the tuning or could it be mechanical. Can you help me figure out what's the deal here. Thanks bro
What mods you running?
Goat Rope Garage h/c, msd, 2” headers, rotofab, e85, tc , ported Tb
My tuner couldn’t figure out what’s going on
@@maximuss5533 he adjust your torque? Sounds like you're getting limited by torque. The throttle position you're logging, is it SAE? If so full open is only 76% or there about. But if you don't have things dialed in right it's going to limit it's ability to open and possibly be related to what you can't hit PE
Goat Rope Garage I’m not sure if he adjusted those but he tried a few different tunes and nothing, still same
So for meth u can lower the eq even lower , is that correct
I have a 2012 ctsv adding meth
As in run leaner, yes, you can run a bit leaner with meth as it cools and ads octane
Hey man so I just installed a 219/226 .630/.603 / 112 Brian tooley stage 1 truck cam in my truck I had the heads ported / polished
Added long tube headers , double x pipes and a circle d 3200 stall I’m my 2017 GMC Sierra 5.3 z71. The shop that did my work sold me on the idea after telling me how powerful my truck would be. Well now my truck has problems staying turned on, seems it is having trouble finding gears, and to be honest it just seems it has way less power / torque in general. I feel I made a huge mistake as this is my daily driver and I’m a single dad . I’m in the Atlanta area is there anyone you know who can help me?
I forgot to mention I’m only getting about 7 mpg now as well!
Did they tune it as well?
@@robertokelly4540 who did you end up getting to tune it?
Where is the fuel tables on a gen 4 pcm
VVE under edit, they are virtual tables
My p01 computer has no options for PE like this one. I think something is wrong with my HP tuners maybe
You have advanced on under the options? There are two more basic and advanced and PE might not show up under basic.
@@GoatRopeGarage I remember choosing recommended when it prompted at first but I can't find any options to get to advanced. Thanks for responding man
Found it man! thanks a million! You are awesome
How do I add 30% more fuel with gen 4 pcm 👀
I dont have any of those options on my hptuners? Is it because it's a ford and not a chevy? Lol
Yeah, and you will have a lot of the same but they will have different names because nothing can be easy, lol
I don’t have all those options on mine and I have a Vette... 🤔
That's fine, just have to work with the tables you have. Different ECMs have different tables and then different OSs on an ECM have different tables.
Goat Rope Garage I meant the view, basic or advance some people I’ve met on install clicked basic view and can’t see all tabs and commands
you would make it more easy if you put it in action than talk it helps better to understand if i can see it sorry for saying so....lol
Talk about information dump all at once. Wish someone would just focus one thing at a time and break it down
Could you send me an email?
My man you are a god