Practical Standalone Tuning: Step 7 : Steady State Fuel Tuning ( Laptop )

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Step 7 : Steady State Fuel Tuning ( Laptop )

37.07

00:00	Ok so, at this stage we've got our engine idling happily and we're ready to take on the next step of our process which is our steady state fuel tuning and as usual we're going to be dealing with this first using our laptop tuning software.
00:12	We've already looked at a couple of ways of making tuning changes, you'll remember control up and down arrow is add or subtract 1%, control left and right arrow is add or subtract 5%, however there are a few other ways we can make tuning changes and I just want to cover them off because we may want to use one or other technique depending on the particular change we want to make.
00:33	So, at the moment we've got a single cell that we've got highlighted here, 59.1 at the moment and of course we can just directly enter a number so let's say we want to take that to 65, we can type in 65, press enter, job is done.
00:47	Control Z as well will undo the last change we made.
00:51	So, if you make a change and you don't think you went in the right direction or you do it accidentally, control Z will undo that.
00:57	Now, on top of this we can also use the offset function so if we press O, that will bring that up or alternatively if we right click we can also find our offset selected there.
01:09	So, this is essentially allowing us to then use math functions so for example if we want to add 5 we can use the plus symbol, 5, that's going to add 5 to our value.
01:19	On the other hand if we press that again, we may want to multiply so if we multiply by 1.1 it's going to of course add 10%, press enter and that's exactly what it does.
01:30	So, that's a couple of the different ways we can make our tuning changes.
01:35	Now, let's talk about how we're going to deal with the tuning, particularly again because of this high resolution table which I've already talked about a couple of times.
01:44	So, I'm definitely not going to be wanting to tune every single cell in this table because frankly we'll be here for a week.
01:52	Because the resolution is so tight, because we're starting with this base calibration though, we're not starting with a flat table of numbers which is how we'd normally approach this, what I'm going to do is basically manually interpolate, I guess you would call this, so let's say we're going to start at the 1200 RPM column.
02:10	So, what I might do here is highlight a group of cells around and we'll try and get the car running in the very centre and then wherever our fueling error is there, I'm going to apply that change to all of those cells, all nine cells that I've just highlighted.
02:26	Once we've tuned that particular site, what we'll do is we'll jump up and we'll have a look at this one here.
02:32	So, kind of just manually interpolating, it's not going to be perfect but we've got our closed loop control, we've got our learning as well which we can apply once we're off the dyno and the other thing which we haven't talked about yet is in the top right corner we can see we've got this smooth function.
02:47	So, this is a way of basically smoothing out any imperfections in our table.
02:53	And this needs to be dealt with very carefully, there are a lot of tuners or novice tuners usually who over apply smoothing to their tables and it's a feature available in a number of ECUs and while yes a nice smooth table looks great and generally if we're seeing large jumps in numbers in a table, it's usually indicative of a problem but not always.
03:18	Particularly if we've got a very aggressive cam, we can see quite sharp changes in volumetric efficiency across a relatively narrow RPM range and therefore that's going to incur quite a step in our VE table numbers.
03:32	But generally most often, particularly with a stock to mild combination, we're seeing numbers that are jumping up and down all over the place, that's not a good sign.
03:40	So, we can use some careful smoothing to help dial that in.
03:46	Alright, so now that we know what we're going to do, I should also say we're going to start at as low a RPM as we can load the vehicle up safely on our dyno.
03:54	I'm going to try and see if I can do that around 1000 RPM but we might have to pull that up.
03:58	We'll start, as we show in the body of the course, with as low a throttle opening as we can get away with to get the engine running on the dyno and then we'll slowly but surely open our way all the way up to full throttle.
04:09	Now, things we do want to be mindful of while we're doing this, we want to make sure that we keep an eye on our coolant temperature, particularly as we get higher in the rev range, that's going to put a lot of load on the engine and it's very easy for the temperature to get a little bit out of hand so we want to make sure that we're keeping an eye on that, bringing the car back to idle if it does get too hot.
04:29	The other thing we want to be mindful of is that because this is an automatic transmission, our RPM is not going to be as rock solid as we apply more and more torque with increased throttle opening as it would be with a manual transmission.
04:43	So, we may need to do some manual adjustment of the RPM on the dyno while I'm doing this tuning.
04:49	While I am demonstrating this obviously on a dyno, we can of course use the road tuning additions in the body of the course to help do exactly the same if we are out on the road.
04:59	It's going to be a little bit trickier but absolutely possible.
05:02	However if you are road tuning, most likely you'll be using the second part of this step where you'll be using the hand controller and focusing more on that self tuning and the learn table rather than manually tuning like we're going to be doing here.
05:17	Alright, last step before we get into the actual tuning is what we want to set up to view on the actual screen of our laptop.
05:24	So, let's have a quick look at that.
05:26	Got a few ways of viewing this data, we've obviously got the little sensor panel down, or data panel down here in the bottom left hand corner.
05:33	And we've got this fuel tuning page at the moment that we're viewing which actually does give me all the information that I need.
05:41	So, we've got in particular here our RPM, we'll be able to see this with where the cursor is on the table as well.
05:47	Then we've got our duty cycle.
05:51	Worth watching if we know that we might be getting close to the maximum capability of the Sniper 2 but given that it's capable of 650 horsepower, it's fair to say we're going to have a reasonable amount of headroom in here.
06:03	Importantly though I have actually added in the coolant temperature reading on this page because I don't have it on the dash and I don't have it anywhere else so I really want to be able to monitor that as I mentioned earlier.
06:15	Then we've got these two parameters here.
06:19	So, the base fuel VE, so that's being read from the table so basically what the current number is that's being interpolated up in this table here.
06:26	And then based on our closed loop compensation which while we've been talking and probably a bit of heat soak there, that's increased to about 4-5%, we can see that it's telling us that the number should be around about 51-53%, obviously it's moving around all the time.
06:42	So, we can use that to help guide us but realistically closed loop compensation, we're just going to be relying on that and making our percentage changes as you already saw me do in the idle part of the worked example.
06:55	Now, let's just have a quick look at how we can make some of these changes anyway to set these up.
07:00	So, if we click on the little spanner icon in the top left corner, that will open our data monitor setup screen.
07:06	And we've got all of the available pages here, some of these are set up already, you can also set up your own ones if you see the need.
07:16	And in this case we've got coolant temperature sensor here, basically we can click on any of these, let's do it outside of the one that I've just set up and let's say we don't want RPM there, we'll highlight that and we'll use the delete key, that will remove that.
07:29	Likewise, we can move these around by dragging them so let's say we want main rev limiter over here and it's pretty easy to manipulate them to essentially get whatever we want and need.
07:40	So, that's the change that I have made there.
07:43	Another way of doing this is we can view the gauges while we're operating and we'll open our gauge panel.
07:50	This is helpful to a point and we've got gauges as we can obviously see and then down the bottom we've got essentially the same little data panels that we've already seen.
08:00	The problem with this is obviously at the moment it's over the top of our VE table so it's not going to make our tuning any easier.
08:06	So, we could choose to drag that out of the way a little bit, we've still got relevant information there, we've got our coolant temp sensor being shown there.
08:14	So, personal preference really as to how you want to play that out.
08:18	I'm just going to close this down and we'll rely on the data panel down the bottom.
08:24	Alright, so now let's get ourselves up and running and we'll see how we can get on with our tuning so I'm just going to turn the dyno fan on.
08:33	Fair to say we've probably got a bit of heat soak at the moment as well.
08:36	And what I'm going to do is we'll do all of our tuning here in second gear.
08:41	We've got the transmission set up so it's not going to kick down.
08:44	And what I'll do is just see, we can get ourselves running here at about 1000 RPM.
09:00	We'll just let the dyno come in and grab some control here.
09:04	It might be a little bit too optimistic trying to get to 1000 RPM but let's just see what we can do here.
09:29	Alright, so it looks like we've managed, we can probably get down to about 1200 RPM without too much trouble so we'll just keep enough throttle here that we are actually in the control point of the dyno which will be around about here so around about 45 kPa.
09:48	And I'll just manipulate this so we are as close to the middle of that site as I can get.
09:52	Just try and drop the throttle a little bit more and see if we can't get down to that 43 kPa site.
09:57	Nah, probably doesn't want to go much further.
10:00	So, again as I mentioned, we're just going to highlight all the cells around it so we've got nine cells currently highlighted.
10:08	And what we're going to do there is use the control and down arrow key.
10:12	We're taking a note here before I do that, we're currently minus, 2-3% so all I'm going to do is control and down arrow twice and we'll see how that settles down.
10:25	Yep sitting at 0... 1% so pretty happy with that.
10:30	So, that's tuned all of those cells.
10:33	Now, just for the sake of completeness here, I'm just going to highlight everything down from that as well, we obviously can't get to that area on the dyno, we don't have enough torque to keep the dyno operating but we may do on the road so I'm just going to make that same change, I'll just take 2% out there as well.
10:47	Now, what we want to do is come up to the next cell above and we'll just again, I've highlighted nine cells.
10:56	I should also mention here, haven't talked about this but of course any time we're tuning on the dyno, we want to be monitoring for detonation or knock.
11:06	In this case I know this engine pretty well and I know that the timing numbers that we've got in here are pretty conservative, we're definitely not going to have any trouble with knock while we're going through this worked example at the moment doing our fuel tuning but of course we always want to make sure we are monitoring for that so we don't end up with any unintended consequences.
11:25	Alright, so we're as close as we can get to our next set of cells and we can see this time we're pulling out 9% so a little bit more of a problem with our fueling there so what I'll do is I'm going to use the control and left arrow key and that takes out 5%.
11:41	Now, I just want to give the ECU a few seconds for everything to stabilise.
11:46	It looks like that did a pretty good job, it took our trim from minus 10 down to minus 4 so now I'll use the control and down arrow key and I'll click that three times to take out 3%, should have us pretty close to the mark, still minus one so one more time, take out another percent and we're right there.
12:04	So, we ended up taking out, what was that, about 8% out of that particular set of cells.
12:09	Now, I'm pretty confident that when I increase the throttle opening here to try and get up to our next site which is 67 kPa, probably going to see the RPM flare just due to the transmission and the torque converter so we're probably not going to be able to get there, we'll give it a gentle go though.
12:31	So, you can see that the RPM's just come up and now instead of 1200 we've got 1400.
12:36	That's OK though, we can see also that our trim is now minus 16.
12:41	So, what I'm going to do here is I'm going to highlight all of these cells here and we're going to make this change to all of those.
12:51	So, first of all, because we've got such a big error, I'm going to use the control and left arrow key to take out 5%, we'll just allow the closed loop to catch up.
13:01	So, that's just about there now, minus 12, we'll go another 5%.
13:08	Another 5% and that should have us in pretty good shape at this point.
13:11	So, minus 4% at the moment, minus 3.
13:16	I'll down arrow a couple more times and that should have us pretty much on our target and we're there.
13:22	OK so this is going to continue now as I increase my throttle opening, we're just going to probably see that RPM flare up and to the right a little bit more.
13:32	So, I'm just going to repeat that process that I've just done, we'll open our throttle a little bit further.
13:38	Obviously, this does get easier on manual transmission cars because the RPM relationship to our throttle opening, sorry to our road speed is much more fixed.
13:50	So, again we're just going to extend out a little bit further, minus 20% here so we can see as we're getting further into the load, our error is increasing so in this case I'm going to use the control and left arrow key twice so that's 10%.
14:04	Now, why I don't want to take 20% out in one go is because the closed loop control will not respond instantaneously so we're going to end up with our engine running really really lean momentarily until it catches up.
14:17	Alright, so now I've got a trim of minus 12%, I'm just going to again take 10% more out.
14:24	Once it's caught up, it's pretty much doing what you'd expect, we're on minus 3% now so I can take out another 3% and we should be again zero so that's pretty close.
14:34	Alright, so now we'll come up with our throttle a little bit further and see where we get to.
14:45	OK so we're not going to necessarily be able to get to the likes of this area here anyway under real operating conditions because the RPM's just going to flare so we're tuning for the sake of completeness but it's not that critical because we're simply not going to be out there.
15:04	Alright, just a quick sanity check on our coolant temp, it's looking OK, 188° so we can still carry on and now I'm minus 25% so yeah the further we're getting out into the load, the worse everything's getting so again control and left arrow key, we'll take out 10% in one go and we'll see how that works out.
15:25	So, we'll take out another 10% and we'll have a look as well at how we can use some of those math functions.
15:31	So, at the moment we're sitting at minus 7% trim so let's press offset and to take out 7%, that would be the same as multiplying by 0.93, not 9.3, 0.93, let's just make sure I've got this right otherwise it's not going to work.
15:49	OK so that should take out 7% in one go and you can see now our closed loop trim is in fact sitting right on our target of zero so it's working.
16:00	Alright, coolant temp's getting up to 190, we're still OK there.
16:03	Now, at this point we know that the tune is getting richer the further we go.
16:09	Let's just come back to idle and we'll talk about this.
16:11	We know that the tune is getting richer the more load we apply.
16:15	OK not necessarily a problem, you'll recall that we've got a large amount of control authority with our closed loop, plus and minus 100% so it's not really a problem.
16:26	But we can learn from this and sort of start tuning ahead or applying some changes ahead.
16:31	And this is more important realistically if we're adding more load and finding that we're actually lean, obviously that's a more dangerous condition than being too rich.
16:40	But in this case we know that we just took 25% out of that so it's probably fair to assume that once we get up above that point here, we're probably also going to need 25% out of that as well.
16:53	So, what we'll do is we will use our offset function here, 25% is the same as multiplying by 0.75 so hopefully now when we get into this untuned area, we're going to be a little bit closer to the mark.
17:08	So, let's see how that all works out, we'll go back into the throttle and come up to our next site which should be somewhere up around here.
17:35	Alright, let's back off, come back to idle and we'll talk about what we're going to do or how we're going to deal with this moving forward.
17:41	So, typically as we've taught in the body of the course, we're going to tune a complete column and then we're going to, we'll copy and paste that out to the next RPM range that we're going to tune and we're going to add a little bit of fuel, maybe 3% or 5% to that because we're expecting the volumetric efficiency to increase.
17:59	Now, two complexities with this, first of all as we've already discussed, we are tuning the calibration that the wizard's already made for us so we're not starting from fixed numbers which we normally would teach and the other problem we've got here is with our automatic transmission as discussed, we've got this RPM flare, particularly prevalent at low RPM.
18:17	So, if we look at what we've done here, we've sort of been able to tune up through sort of a bit of a curve like this and that means we've got this area underneath that at the moment we haven't been able to tune.
18:31	Once we get out to the right a little bit further, this is going to become a little bit easier because we'll have a little bit more control over the engine RPM using the dyno once we get out of this very low RPM range.
18:43	So, I'm not too worried about this at the moment but what we do need to do is fill in these areas so what I'm going to do is come back to as low as we can get which I'm guessing is going to be somewhere around about here and we'll try and fill in up the rest of this column so let's go again and see how we get on.
19:00	Alright, so this is about as low as we can get in the RPM here, or in the load I should say.
19:06	We can see that we're around about 3% too rich so we'll just use the control and down arrow keys and pull a little bit of fuel out of that.
19:15	We're at zero now so we'll come up and we'll cover off this next region up here.
19:20	And we can see now our RPM does come up a little bit more consistently.
19:26	We still may need to make some changes though.
19:29	Just always want to make sure that we are in the centre of this range of cells that we are tuning.
19:35	So, we're at minus 11 there so again I'll use the control and left arrow key, let that stabilise and we can do that one more time.
19:45	And we're within 1% so that's pretty good.
19:47	And again we'll just try and come up here, basically I'm filling in the blanks in these areas that we haven't been able to, or the areas that we've basically skipped over the top of with our last set of tuning changes.
20:04	Alright, so we're minus 15 here so we'll take out 15 using our control and left arrow key.
20:12	You'll notice here I have only highlighted six cells because obviously as we step up, things are going to be changing, we've got this area up here that we've already tuned in our last set of changes so I don't want to be messing with that.
20:27	Alright, so we still need a little bit more fuel out there.
20:34	And it looks like we're in pretty good shape there.
20:37	Alright, so we'll come up and we'll just do a little touch up to these sites here that we haven't been able to get to.
20:44	Again, I just want to basically make sure I'm in the middle of the four cells that I've currently highlighted.
20:52	And we'll take out 15% there, see how we get on.
20:58	And then manually just another 3%.
21:03	And we're on our target now.
21:07	Alright, so let's just come up a little bit further and we'll try and do these two cells here.
21:13	Again, just need a little bit of an adjustment to our RPM to make sure that we're in the middle of those two.
21:22	And basically we can make about the same magnitude of change that we did to our last set of cells.
21:32	Just waiting for our closed loop to stabilise there.
21:43	And everything's looking pretty good there so we've got three more cells and then we'll have a complete column changed.
22:02	So, minus 20 there so we'll use our control and left arrow.
22:07	So, again just allowing enough time for the ECU to actually react so we don't end up with a very lean condition.
22:20	OK so the only thing we haven't done at this stage out of that area is we haven't made our tuning changes down here so we're going to make the same magnitude of tuning change to that area there as we did above it.
22:35	OK so at this stage we've got a decent chunk of our fuel table dialled in, up to around about 2000 RPM using the techniques that you've just seen me apply.
22:46	There's a couple of ways we can deal with this from here to fill in the rest of the table and for a start we need to talk about how far we're going to go with this.
22:53	I generally recommend steady state tuning out to about 2.3 of the engine rev limit.
22:59	We do need to apply a little bit of common sense though.
23:01	So, this engine will probably rev happily to 5500-6000 RPM.
23:06	The reality is though it's far from a racecar, it's definitely not a performance engine and chances are it's probably not going to see anything over about 3500 RPM when it's actually out on the road, it's just not the sort of vehicle that you tend to want to drive fast or drive hard.
23:23	So, on that basis there's not a lot of point spending a huge amount of time steady state tuning out at 4500-5000 RPM where the engine's never going to run and we're just basically applying a lot of undue stress and strain to an old engine that's high in mileage.
23:39	So, for this particular worked example, I'm only going to go out to 3500 RPM and then we're going to sort of interpolate or extrapolate our changes out into the untuned area.
23:49	Alright, at this point we've got a fair chunk of our VE table tuned out to about 2000 RPM and from here we need to talk about what we're going to do moving forward.
23:59	First part of this is how far are we going to go in terms of RPM under steady state tuning and I recommend usually about 2 thirds of the engine rev limiter but we do also need to apply a little bit of common sense here.
24:12	This is not a racecar, it's not a performance car, it's just an old cruiser and it's got a high mileage engine of relatively unknown origins.
24:21	Chances are in the real world, this thing's never going to see much more than about 3500 or maybe 4000 RPM.
24:29	On that basis it doesn't really make much sense to steady state tune out to 4500 -5000 RPM where the engine's simply never going to run, we're just putting a lot of undue stress and strain on an old high mileage engine and we definitely don't want to end up with it failing.
24:45	So, for the purposes of our demonstration, we're going to steady state tune out to 3500, 3500 RPM and we can then extrapolate the changes we've made out to the untuned areas of our table.
24:58	Now, the other aspect is how do we make those changes out to 3500 RPM? We've got two options.
25:05	Normally as taught in the course I would simply copy and paste the changes or the column that we've just tuned out into the untuned area, maybe add 3-5% fueling as we're expecting our VE to increase.
25:18	The other option we've got here is because we are starting with our sniper's base calibration, we could simply repeat the process that I've just shown, basically applying changes to that base calibration.
25:31	Either are going to work, however given the fact that we're seeing a magnitude of maybe 25% error out at wide open throttle with our base calibration, chances are there's going to be a lot of error and there's going to be a lot of work so what I'm going to do is demonstrate the same technique that we use in the body of the course and if you would prefer to use the existing calibration that the wizards created and make changes to that, rinse and repeat what you've just seen me do.
25:59	Alright, so now we know what we're doing, we're going to highlight the entire 2000 RPM column, we're going to press Ctrl C, we're going to move out and because we've been tuning three columns at a time, we're going to copy that into the next three columns up to 2750 RPM.
26:16	Now, you might be thinking to yourself, this is going to create some steps in our table and yes it absolutely will but we'll see how to deal with that once we have filled in this particular column.
26:27	So, let's go ahead and do that but before we do so, what we want to do as well is highlight those three rows, three columns that we've just pasted and we're going to use our offset function here and let's add 5% to those.
26:41	Might be a little bit much but we'll soon see.
26:43	So, we're just estimating that as we increase our RPM, the VE is going to increase.
26:48	So, let's go and have a look at the first area that we can get to here and we'll see how good or bad our tuning is.
26:56	Alright, so it looks like this is about as low in the load as we can get, down around about 36 kPa.
27:03	We can see that our tuning's actually pretty close, we've got a closed loop trim of minus 3% so not far off the money.
27:10	What I've done there, you've seen I've highlighted the nine cells that we're surrounding but also all the way down because I can't get any further down than that and I'm just going to use the control and down arrow keys, take 3% out, job is done, just going to highlight the next set of three cells above.
27:27	We'll try and get into the middle of those.
27:30	Just need to make a little bit of a change here to our engine RPM set point on our dyno.
27:35	Actually pretty good there.
27:38	Again, you can see that, that guessing ahead, adding 5%, we've been pretty close on the money there, this needs 1% taken out of it and then again we're just going to highlight the next three sets of cells above.
27:51	That needs a little bit of fuel added in actually.
27:55	So, what we'll do is we'll use the up arrow key there, add 3% in and we're on our target and I'm just going to repeat until we're at wide open throttle.
28:04	OK so we've got our 2500 RPM column tuned and what we're going to do now is fix the problem that we've created with a step between 2000 and 2500 RPM with the fact that we've made the 2250 RPM column just the same as the 2500 RPM column.
28:24	What we can do here is we can highlight those three columns and then we can right click here and what we're looking for is fill row values.
28:35	Not particularly intuitive but this is an interpolate function so basically what it's going to do is set the 2250 RPM column exactly halfway between 2000 and 2500.
28:47	So, this is not necessarily going to be perfect but this is essentially exactly what the ECU would be doing if we only had a 2000 and a 2500 RPM column, it would be interpolating when we were at 2250.
29:02	The other thing I just want to bring up here which is an unintended consequence of the way we're tuning here is we can see we've got some colour error in this heat map in terms of the magnitude of the cell numbers so for example right here we've got values of 72 and 73, if we go above this we're back into the 68s.
29:26	Not ideal and if we look at this graphically we're going to see that we're getting a little bit of, a few steps in here which is obviously not exactly what we want.
29:38	However,, we're going to be using the smooth function shortly to help us with some of that.
29:43	So, from here on what I'm going to do is continue out to 3500 RPM using the technique that you've just seen.
29:50	So, we'll just speed this process up from here.
30:19	Alright, we've got the engine shut down, we've done our steady state tuning out to 3500 RPM and it's time to just talk about what we've found, the process and anything that cropped up.
30:30	What you may have noticed is that when I was doing those higher RPM ranges, some of the areas where I knew we had a bit of a colour discrepancy, meaning that we weren't getting the smooth transition or change in VE numbers that I would expect, instead of tuning by nine cells at a time, sometimes I drop that down to just do a row of three.
30:52	So, you can get a little bit more granular if you've got an area that you think there might be a problem with.
30:58	So, that's what I've done there, we've gone out to 3500 RPM, at the moment as we've already discussed, our 3750 RPM column is also essentially tuned because we've just extrapolated that out, we haven't been there though, there's more work to do.
31:14	So, we do have some of these outliers here which I've already talked about.
31:18	I've got another one here and again this is where the heat map really makes this nice and easy to see because they just stick out because they're a different colour.
31:26	Alright, so now what we're going to do is smooth the selected area.
31:30	Now, we want to be a little bit mindful here because there is this smooth button up in the top right hand corner that looks quite appealing but that will actually smooth outside of the region that we want.
31:41	So, what we can do here is we can use the S hotkey but if we right click we'll find that as well, smooth selected, that will only smooth the area that we've got selected there.
31:50	So, if we look at it, much much nicer, if we look at this graphically as well, again we've got a smoother shape to this.
31:57	We do want to be, as I mentioned, a little bit mindful of oversmoothing though.
32:02	So, one to two clicks of the smoothing function is about all we would want to be using there.
32:08	Alright, so now let's have a look at what else we're going to need to do.
32:11	So, basically we want to do some manual smoothing of the areas that we haven't been able to get to, down sort of 1000 RPM and less and then also we want to try and add some sort of realistic shape to this higher RPM area of the VE table that we haven't got through to.
32:26	So, that way when we do get into our ramp run tuning, as we move out into those untuned areas beyond what we've steady state tuned, we're probably going to be at least close, at least somewhere in the ballpark.
32:38	It's not probably going to be perfect but it should be at least somewhere close.
32:41	So, to start with this what we're going to do is take a note of the numbers that we've got down in the idle area which we're idling down in sort of this area here.
32:50	So, we're seeing numbers of sort of 49 to 50 there or thereabouts.
32:55	So, that's at around about 36 to 39 kPa.
32:58	So, I'm going to take our 1200 RPM column here, I'm going to copy that and I'm going to start by actually just pasting that all the way across.
33:09	Alright, so now what we're going to do is highlight the area from 500 RPM up to 800 and what we want to do is bring these numbers down again.
33:21	So, the area that we're idling in, so the 36 to 40 kPa, we're back down in that 49 to 50%.
33:28	So, again we've got a few ways we can manipulate this but I'm just going to use the control and left arrow key, that'll take obviously 5% out and then we can just manually bring it down.
33:37	So, that should get us pretty close there.
33:40	And now if we have a look at our fuel graph, you can see we've now got this sort of step here that we also want to deal with.
33:48	So, how are we going to do that? Let's go back to our fueling and what we can do is click on the 800 RPM column here and we'll go out to 1200 RPM and we're just going to again use the R key and that's going to interpolate those values.
34:05	So, let's have a look at our smoothing.
34:07	Now, we've got a bit of a blip here which may or may not be particularly realistic.
34:13	So, where are we looking here? It's at 1200 RPM.
34:16	So, an area that we know that we couldn't get to under high load so it's not particularly relevant.
34:22	Let's have a look at that, we can see it here as well.
34:26	So, what I might do here, just again for the sake of making this look a little bit nicer, it's not actually going to necessarily make it drive any better, we will just interpolate across, if we have a look at that graph, it's got rid of that.
34:39	So, we're in pretty good shape there.
34:41	Alright, now we need to look at what we're going to do above 3500 RPM.
34:45	So, we know that our fueling 3500 RPM column is on point.
34:50	So, what we're going to do is start by highlighting that column, CTRL C, and we're just going to copy that out through the remainder of the table.
35:06	OK so that's obviously not going to be correct.
35:09	We could expect that the VE is still going to rise, it'll peak and then it'll drop away.
35:15	So, what I'm going to do is just manually add a little bit of shape to this.
35:19	It's not again going to necessarily be correct but it's probably going to be a little bit closer than what we've got at the moment.
35:24	So, let's take 4500 RPM for a moment and we'll use our offset function and let's add maybe 3% to that, so we'll multiply by 1.03.
35:37	Then we're now going to highlight the 4250 through to 4750 and I'm going to do exactly the same thing, we'll add 3% there and then we're going to just continue doing this out until we've basically got a bit of a shape to this map that might be a bit more realistic to what we'd actually expect to see.
35:58	So, I'll just speed this up and we'll have a look at our finished result.
36:01	Alright, I've finished adding a little bit of shape to this so let's have a look at this graphically and see what this actually looks like.
36:06	So, we can see we've got a typical VE curve, it's not particularly smooth at the moment but of course we can fix that.
36:13	We can see we've sort of come up and peak and then as the RPM increases, that drops away.
36:19	So, we could go ahead now and also use our smooth function as I just mentioned just to clean up the higher RPM areas of that.
36:27	It's not going to be critical because we're coming through and tuning obviously but just if we've got something that is a smoother shape, interpolation is going to work better and it's going to give us a better result.
36:38	So, what we'll do is just highlight the area that we've just manually shaped and we'll use that S key, let's have a look at it graphically.
36:45	Yeah, that looks much smoother.
36:47	So, we're in pretty good shape here with our fuel table and we're ready to move onto our steady state ignition tuning.
36:55	Of course, at this point we're going to now look at the process of steady state tuning using our 3.5 inch LCD touchscreen.