Practical Reflash Tuning: Step 3: Configure Base Tune File
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Step 3: Configure Base Tune File
03.18
| 00:00 | - The third step is going to depend on the outcome of the modifications list that we just went through in our last step. |
| 00:08 | In many situations, there will be nothing to do here, particularly if the car if very close to stock and is running the factory injectors, sensors, and intake system, we can move straight on to running the car on the dyno. |
| 00:23 | If on the other hand we're faced with a range of modifications that need to be dealt with in the ECU before the engine can even be run, we need to do this now. |
| 00:34 | This can include configuring the ECU to suit your injectors, altering the scaling of any sensors that have been changed, such as a different MAP sensor, for example, and adjusting the MAF scaling, if applicable. |
| 00:49 | While we're going to need the engine running to actually scale the MAF sensor, we can at least make a rough adjustment at this point to get the engine running to a point where we can start and log. |
| 01:03 | With some applications, we may be fortunate enough that alternate MAF calibrations are available for popular intake systems, but even in this situation, I'd still check that the actual calibration is correct and adjust it to suit once we have the car running. |
| 01:21 | Remember also if you're dealing with an ECU that uses a simple injector model, a flow scaling and latency, that we can't hope to tune the ECU if both new injectors and a new MAF, or MAF housing, have been fitted simultaneously. |
| 01:38 | We need to tune one aspect at a time, so it may be necessary, for example, to swap back to the stock MAF while we get the larger injectors dialled in. |
| 01:49 | Of course if you're specialising in a particular vehicle, over time you'll build up your own knowledge base of what injector data works for a given injector, or perhaps some base MAF calibrations for a common intake system that you're fitting. |
| 02:05 | This will significantly speed up the process as you can simply apply a known good calibration in these instances. |
| 02:14 | This is also the point in the process where we would disable any diagnostic trouble codes that we expect to encounter as a result of the modifications that we've made to the engine. |
| 02:26 | If we're making changes to the ECU setup during this stage, we would finish this step by saving our new file and refleshing it into the ECU. |
| 02:38 | Following this sort of setup, it's a good idea to start the engine, and make sure that first of all, it runs cleanly. |
| 02:44 | And secondly, if we scan the ECU and log it, we want to ensure that our fuel trims are all reasonable. |
| 02:53 | If we still have work to do scaling a MAF, or some injectors, then we don't need the trims to be perfect, but we want them to be at least within a range of perhaps plus or minus 20% at this point. |
| 03:07 | Now we have the ECU configured, and the engine’s running, we can move on, and begin making some tuning changes. |
