Practical Standalone Tuning: Step 7: Steady State Fuel Tuning

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Step 7: Steady State Fuel Tuning

38.50

00:00	In the next step of our process we're going to be dialling in our fueling under steady state conditions, so we'll be using the dyno here to hold the engine RPM steady.
00:09	And that'll allow us to move vertically through each of the columns.
00:12	As you'd have learned from the body of the course here, I generally suggest that we tune up to around about 2.3 of the engine rev limit using this technique.
00:21	So, I'm gonna go here to around about 4500 RPM, that should give us a lot of detail in the areas of the map that we are going to use the most often.
00:30	Particularly the cruise, the transition off cruise and then the transition from part throttle through to wide open throttle.
00:38	Now, there's a few considerations here around this being a turbocharged engine and we obviously, need to be a little bit mindful, particularly as the RPM increases and we've got more boost available from the turbocharger, we need to be a little bit mindful about just managing temperatures.
00:53	So, a little bit of common sense applies here, particularly once we get up around 3500 RPM and above.
01:00	We may find the need to sort of tune a site and then come back to light load and allow the temperatures to stabilise a little bit before going back into positive boost and doing some more tuning.
01:11	So, this can be a little bit more of a drawn out process.
01:15	Now, one table that we haven't actually looked at, so far, and I generally usually set this up during our base table configuration, but we haven't, so let's have a look at this now.
01:26	And what we're going to do is come into our boost control menu and we want to look at either our wastegate, sorry boost setup itself, we can disable this, you can see at the moment it is set to closed loop, but we could turn this off.
01:40	Additionally what we can do though is we can just come back into our wastegate duty cycle table here, at the moment this is actually set to 100% which could be quite scary because that would be asking for maximum boost.
01:53	And what I'm going to do is just set all the cells here to zero.
01:57	So, this will just mean that the wastegate solenoid is doing nothing and this will set us up with essentially our minimum available boost pressure.
02:05	We always want to start with our minimum boost pressure because of course that's the safest starting point.
02:11	So, now that we've got that out of the way, let's just have a look at a few more options we've got for making our tuning changes in here.
02:17	I've already shown you a few of these and I'll just reiterate those.
02:22	So, if we click on a cell outside of the area we are operating in, you'll remember that Q will add 0.1%, A will remove 0.1%, shift and Q will add 0.5%, shift and A will remove 0.5%.
02:35	Now, we can also make block changes, so if I highlight an entire block, the changes will be applied to that entire block.
02:43	Another way that I do like making changes in the PC Link software is by using percentage changes so, what we can do here is add or subtract a percentage.
02:54	You'll see that I'll be using this as we go, particularly when we are doing some wide open throttle ramp run tuning because if we know our measured air fuel ratio, we know our target, we can just calculate the percentage we need to change in order to get onto our new target, onto our target.
03:10	So, in order to do that, if we press the little asterisk key on the number 8 or the multiplication, we can multiply by let's say 1 .05, this will have the effect of adding 5% so press enter.
03:22	We can also do the opposite there, if we want to remove 5%, we will multiply by 0.95 and that will have the opposite effect.
03:33	This is just a feature that I find quite handy when I am looking at a datalog and I know the air fuel ratio target and the error, I can just correct that very very quickly and easily, normally, in a single iteration.
03:47	Alright, so when we get started here, what we're going to be doing is starting from our minimum RPM and load that we can achieve and I'm gonna try to get us down to this 1000 RPM column here.
03:57	Sometimes engines aren't too happy running at 1000 RPM, but we'll see how we get on there.
04:02	So, we'll start with the minimum load that we can apply here while keeping our dyno actually spinning over, it'll probably be 40 to 60 kPa and then what we're just going to do is tune each of these individual cells and then we will use the throttle of course to move down this table which of course is up in load.
04:22	Once we've got our first row, sorry first column completed there, we're going to copy and paste that across to our next column and we're going to guess ahead here and add maybe 3% to 5% to our VE table, that VE column, just assuming here that as we move from say 1000 to 1500 RPM that the volumetric efficiency should increase.
04:43	Now, a couple of things to also keep in mind here.
04:45	If we move into a cell and we're massively too lean or for that matter massively too rich, particularly once we get into load, we wouldn't really want to necessarily stay in that cell.
04:55	So, we can simply back off into an area that's already tuned or idle for example, make an appropriate change and then go back out and have another look at that.
05:03	So, this means that we don't need to place undue stress and strain on the engine.
05:07	It's just going to be a matter of sort of understanding the scale of the change that we need to make and then coming up with the most sensible way of achieving that without putting this undue stress and strain on the engine.
05:19	You'll see all of that happening as we get going.
05:22	So, for now let's get our fan up and running and we'll get ourselves into gear here on the dyno and have a look at our 1000 RPM column to set our dyno speed.
05:34	So, we will be on 1000 RPM and let's see what we've got.
05:38	Now, we might find here as well that as I start trying to get the car moving, that maybe we'll find the cells out here are too lean and we might have a little bit of trouble, so we'll see how we get on there.
05:53	OK, so we can see exactly that, we're sitting at 1.5 lambda and the engine's not really very happy about it, so we can just back off again.
06:01	What I'm going to do here is with our 1000 RPM column for a start, let's just highlight the entire column, we can do that by clicking on the 1000 RPM cell at the top.
06:10	And what we can do is just add let's say 10 to this.
06:15	So, we can do this by using the plus key and 10 and that will just add 10 to that entire column and let's just have another look at that and see how we get on now.
06:34	OK, so we've got a couple of problems here.
06:37	When I first start getting off the clutch here and engaging the gear, we're in this area that I've just highlighted and we're very very lean there, so that's OK, we'll address that in a second, we are running now and we can see that we're sort of sitting around 1.2 lambda and that's obviously very lean, so what I'm going to do is use that plus key and add another 10 to that.
06:58	Getting a little bit closer, we're still a little ways off here, 1.06 with a 0.97 target so now, I'm just going to use the shift and Q key just until I get us pretty close to our target.
07:10	OK, so big jump there from the cells at sort of 850 RPM to 1000 RPM.
07:16	That's normally not the sort of change that I'd expect to see across there, but let's just get ourselves a little bit more dialled in and we'll see what we've got.
07:26	And what we want to also do is make sure that as we're making these tuning changes, we are as close to the centre of the cell that we want to tune as possible.
07:35	Otherwise, we're going to be interpolating from some of the surrounding cells and I can actually see that we are a little bit low there in our RPM, so I've just increased that and now what we can see is that we are a little bit richer than our target, so 0.92, so not too worrying but let's just again highlight the entire column at this stage and we'll use the shift and A key to remove a little bit from our VE table until we're down at our target which we are on now.
08:03	OK, so at this stage we've only tuned this one cell, the 80 kPa cell, so what I'm going to do is now, reduce my throttle opening a little bit and we'll try and get us down to our 60 kPa cell.
08:14	And let's see, as I do that, our RPM is also dropping and we do know that in this area here we are very lean.
08:23	So, what I'm actually going to do, wouldn't normally do this, but what I'm going to do is come down to our 850 RPM column and I'm going to make some tuning changes here.
08:32	So, let's just add 10 to that, so we'll just enter the number directly, 58%, no we're still too lean there, so we'll add another 10% there, we're getting a little bit closer now, I'll use the shift and A key to get us onto our target and again we are interpolating from some surrounding cells, so for the moment I'll just make an appropriate change to the 750 RPM cell as well.
08:56	And I'm just going to also guess ahead here for our 100 kPa sites, just basically adding a couple of percent here and we can see, right now we are a little bit rich.
09:09	OK, so we can now sort out these cells here, these don't have to be perfect at the moment, I'm just trying to get some numbers in here that will allow the engine to sort of smoothly pull away from idle and we've kind of got to that point now.
09:22	OK, so now let's come back to 1000 RPM.
09:32	And I'll just make sure that we are actually in the centre of the cell.
09:37	There we go.
09:38	Alright, so the one cell that we had tuned, we're actually looking a little bit rich there at the moment, 71.5%.
09:46	So, another point I should have made as well, we can use the spacebar and that will jump to the current active site, that's quite handy as you're moving through these tables.
09:55	So, again because we've got the entire table at the moment, yeah we couldn't just adjust the entire table, oh no we're actually on our target now, just as I've been talking, everything's moving around a little bit which is fine.
10:08	So, again we'll just try and back off the throttle and see if we can get down to our 60 kPa site which we can.
10:14	And what I'm going to do here is I'm going to highlight all of the cells from 60 kPa and above which is obviously less load and we're just going to reduce the numbers there until we get to our target of basically lambda one.
10:27	And we're getting closer, OK we're on our target there.
10:31	Now, it's unlikely, I'm not going to probably be able to get down to our 40 kPa and below cells, that's OK, we'll see how we can address those shortly.
10:40	Alright, so now that we've sort of got a bit of a base setup going here, this will get easier as we get a little bit further into the RPM and we're using more of the table, let's just increase our throttle here and we'll come up to our 100 kPa site.
10:51	We can see that we've gone lean there, so I'm just going to use the shift key and the Q key to get us onto our 0.95 lambda target and you can see we're there now.
11:03	Probably not going to get up to 120 kPa here, not going to build that sort of boost pressure at 1000 RPM, but we'll just go to full throttle and yeah we can't get any further than 100 kPa so, I've just geared us a little bit closer to our target there and I'm pretty happy with that.
11:19	Alright, so let's just back off the throttle a little bit.
11:21	What I'm going to do here is just increase the numbers here up to the same 77.5 that we've got and we're probably going to expect the VE to increase, it's a little bit of a moot point because obviously we can't get to 120 kPa at this load point, at this RPM point, but I'm just going to add a couple of percent there and we'll leave that for the moment.
11:43	So, now what I'm going to do is highlight that entire 1000 RPM column, we'll press CTRL C, we'll now click on 1500 RPM, CTRL V, but again as we're moving from such low RPM, up in the RPM range we can expect the VE to increase, so what I'm going to do then is just multiply the entire column for a start, I'm going to try 5%, this is purely a guess, it might not be right, but it's going to be really easy to correct that if we aren't quite on target, so let's just come up to 1500 RPM now.
12:16	And we can see that at 80 kPa we are a little bit lean there, 1.02, 1.03 with a target of 0.98 so, what I'm going to do initially is make an across the board change to that entire column and the reasoning here is if we are a little richer, a little leaner, 80 kPa as we just first move from 1000 to 1500 RPM, chances are the entirety of that column is probably going to be out as well, so let's just use the shift and Q key here and we'll dial in the entire column roughly and we're there or thereabouts now, so now we'll just drop our throttle down and we'll see how low we can get in this particular column, we'll come down to 60 kPa and I don't know if we're going to be able to get down to 40, we'll try though, yep we can actually do a reasonable job getting down to 40 kPa.
13:08	Not quite there, you can see that the dyno has slowed down a little bit, so what I'm going to do there is start by just highlighting the entirety of the column below 40 kPa and we'll just reduce the numbers here until we get onto our lambda one target.
13:29	Sometimes this does require a little bit of manipulation on the throttle to increase our load and get back onto our RPM site and then we can just back off and get back into the site that we are wanting to look at.
13:42	And we see that we are still a little bit rich there, pretty much on our target now, 0.99.
13:50	And we can see we've actually got quite a variation here as we move from 850 RPM to 1000 and then 1500, so we'll just see how this progresses, this is probably not something I would expect to see and it can be indicative that there may be a problem there that needs to be addressed.
14:05	But as I say, we'll just see how our tuning continues.
14:08	So, now we'll come back up to our 80 kPa site, make sure that we're still on target there, we are a little bit rich there, so I'll just make another little change to that, yep we're good there and now we'll just continue to move up this column or down this column as we increase our load.
14:27	Again just making sure at each step that we are central in the cell, so we're not interpolating with any of the surrounding cells.
14:33	OK, so as we've moved into 80 kPa here, we have moved a little bit rich, so again I'll just correct that, get us onto our target, now we can move up to 100 kPa.
14:43	Now, we can see that we're pretty good there which is why we do tune the entirety of the column if we find that we're a little bit out when we first move up to a new RPM.
14:53	Hopefully, if everything works out properly, we should find that we're really really close as we move into the untuned cells.
14:59	So, now we'll see if we can get up to 120 kPa which is requiring full throttle.
15:04	We can see that we are quite lean here, so what I'm going to do is just highlight all of the other cells because we're not going to be able to get any further into this column and there we go.
15:14	Now, at this point here I was holding the RPM, sorry the load up there and I did talk earlier about how we do need to be a little bit sensible about applying load, particularly positive boost pressure if the fuelling is a little bit lean.
15:29	In this situation here, 1500 RPM with 20 kPa of positive boost, there's really no danger to the engine, so that's why I did that at that particular point.
15:39	We'll be a little bit more careful as we get a little bit further into the tuning.
15:43	Alright, so now as you can see, as we sort of move further into the RPM range, we do get to tune more and more of these cells, particularly what you saw at 1000 RPM, we could really only tune a handful of cells, but that is pretty typical.
15:57	We start building up a bit of a picture of the shape of this table as we get going.
16:01	Alright, so we'll do the exact same process here, Control C for our 1500 RPM column, Control V to copy it across to 2000 and then again let's just stick with our 5% and see how this stacks up.
16:13	We'll set our dyno up for 2000 RPM and we'll repeat the process.
16:22	Now, again as we first come out to our new RPM column, we just want to monitor our air fuel ratio and see how close to our target we are.
16:32	And you can see that at least at 100 kPa, that guess of 5% actually is being pretty close.
16:38	We're a little bit too rich which isn't a bad place to start, so I'll just use our shift and A key here to get that particular cell down to our target which we're there or thereabouts now.
16:49	And again what we'll do is just drop our throttle and just see how low in the load we can get to here.
16:55	I'm guessing we'll probably be able to get to 40 kPa if we are careful.
17:00	And yep, looks like we're pretty much right on the money.
17:03	And we can see that our target's actually pretty good there.
17:06	We'll just add a little bit there to that particular cell and I highlighted the 0 and 20 kPa cells as well because again we can't get to them, but if we're a little bit rich or a little bit lean at 40 kPa, the trend should follow that we would be a little richer or a little lean at 20 and 0 as well.
17:24	OK, so we've got that cell tuned, let's just increase our throttle here to get us into that 60 kPa site.
17:32	That one, pretty much on the money.
17:35	I'll be a little bit fussy, I'll just add 0.5% there and we're good to go.
17:40	Come back up, our 80 kPa cell and we are a little bit lean at 80 kPa, but that's probably because we're just interpolating to 2500 RPM there.
17:50	When I get us on the right point, we're pretty close, again just a little bit of fuel being added using the shift and A key.
17:57	And that'll come up to 100 kPa and see how we're looking.
18:02	Yep pretty good there, but we've already looked at it, so it should be.
18:05	We'll come up to 120 kPa and you can see that we are right on our target there.
18:12	We'll come up to 140 if we can get there and as we'd expect here, because we haven't been able to get above 20 kPa, I'll just back off while I'm talking, we had only been able to tune 1500 RPM to 120 kPa.
18:25	So, we don't have any numbers bigger as we move into more positive boosts.
18:29	So, that's what we've copied across and of course as we get up to this 140 kPa site, we are now lean.
18:36	So, what I'm going to do here, this is the technique that I was sort of alluding to, we're lean, we're in positive boost, I don't want to stay there while I sort this out, so I've just backed off into vacuum again where the engine's nice and safe, it's not undue stress and strain, we're not working the engine hard and creating a lot of heat and now what I'm going to do is just use the shift and A key and we'll try adding maybe 4% here to our 2000 RPM, 140 kPa cell and above and again we'll just creep back into this and see how we're looking.
19:07	Not too bad, a little bit lean still, so I'll just add another couple of percent there using the shift and A key.
19:14	Just make sure that we are central in that cell.
19:18	And we're on our target there, so I'm happy with that.
19:21	Alright, we'll back off, come back to idle here and we'll look at our next set of changes.
19:25	Now, I'm just going to preempt what we just saw there, so we had only tuned out to 120 kPa and 140 as we just found out was lean.
19:35	So, we've gone from 96% here to 103% so we've added for just about 8% there.
19:43	So, what I'm going to do is basically guess ahead and add 8% above.
19:49	So, what we'll do is highlight those entire cells and we'll add 8% and now when we copy this across, because at 2500 RPM, chances are we could expect to, I've actually made a bit of a mistake there by not adding it to the cell I was trying to tune, OK now we have, we likely will be able to get up to maybe 160 kPa, so this hopefully will just be a little bit closer to the mark.
20:14	The takeaway that I hope you're seeing here is we're really just guessing based on the trends we're seeing and it does not have to be perfect.
20:23	If I find out it's too rich or too lean, that's fine, I can back off and make the appropriate change.
20:27	So, we'll do this one more time, copy the 2500 up to the 2500 RPM column.
20:34	I'm kind of liking our 5% guess at the moment, so we'll multiply again by 1.05 and now what we're going to do is the same process and see how 2500 RPM looks.
20:46	So, we'll start by getting our dyno set up and let's see what we've got.
21:04	OK, so as we come into our 100 kPa cell we can see that we're a couple of percent rich but pretty close.
21:12	So, again we've got the entire column highlighted here, so I'll just remove a few percent here manually using the shift and A key.
21:20	Pretty close to our target now, so I'll call that good.
21:23	So, let's now drop our throttle as we have been doing and we'll see what we can get down to.
21:28	So, we should be able to get here at least down to our 40 kPa cell again, so we'll try and see how we go there.
21:38	And you can see we're pretty close there, actually pretty much right on the money there.
21:44	Yep lambda one, I'm happy with that, so we'll leave that particular cell 40 kPa untouched and we'll bring our throttle back up here, just make sure that our RPM is correct and get us into our 60 kPa cell.
22:00	A little bit maybe touch rich here, so I'll just remove half a percent, we are interpolating a little bit out to 3000 RPM, so we do need to be a little bit mindful of that.
22:13	We'll just bring our RPM down on the dyno a little bit and we can see once we've sort of stopped interpolating out to 3000 RPM, we are right on our target.
22:21	Now, a little trick with this as well, if you are worried about this, what we can do is temporarily copy and paste the column that we're working on out above us.
22:32	And the reason for this is if we look at what's happening here, we've gone from 74% to the untuned area where we still have 50% so if we're starting to tip over into that cell or column, then that's going to have a dramatic effect on our tuning based on interpolation, so if you want to avoid that, this is a technique that will at least help.
22:49	Of course, those numbers at 3000 RPM aren't going to be right, but probably at least going to be a lot closer than 50%.
22:55	Right, so let's get us back into 60 kPa and now that we've got that interpolation problem sorted out, we will just remove 1% there and get us onto our target.
23:06	Let's bring us up to 80 kPa and see what we've got there.
23:11	Yeah pretty close and this is the benefit of sort of copying and pasting these numbers out to our untuned areas.
23:18	I've already looked at 100 kPa, we'll just make sure it's still right.
23:21	Move into 120 kPa, yeah pretty much perfect which is always nice.
23:27	140 kPa, little bit rich, but you can see we're, so close, I've got no problem there just holding the engine out in boost.
23:36	A little bit rich here out at 160 kPa, but not too bad and see if we can get any further.
23:43	We're now interpolating out to 180 kPa, let's just back off the throttle and talk about that.
23:49	We've got exactly the same problem here in, so much as we haven't been able to tune out to 180 kPa, so as we start tipping into that cell, we're not all the way into it, but we are interpolating so, what we want to do is just take a guess ahead here and my dad, let's say 6% and see how that looks.
24:07	So, now we'll just go back to wide open throttle.
24:09	And we can see, probably still need another couple of percent there, job done.
24:15	Alright, so let's back off back to idle and again we'll just make a couple of these changes and talk them through.
24:21	So, we've gone from 160 kPa, we've got 112%, 180 kPa, we've got 119%.
24:29	Now, we weren't solidly in that cell, but we were most of the way into it.
24:32	So, it looks like at this point we're adding about 7% per 20 kPa, so what we're going to do is of course, make that change above as well, we'll add 7% there.
24:43	And now what we're going to do is again copy and paste, Ctrl C for our 2500 RPM, Ctrl V into our 3000 RPM column.
24:52	Our 5% still has been working pretty well, so let's go ahead and make that change to 3000 RPM.
25:00	At this point I'm going to speed this process up a little bit, it's just going to be a rinse and repeat of what you've been seeing me do, so far.
25:07	So, same techniques, as I move up into the higher RPM though, as I've already mentioned, you're likely going to see me come back to idle and allow everything to settle down and cool down a few more times.
25:20	But we'll speed the process up now and get ourselves tuned up to 4500 RPM.
27:13	Alright, at this point we've finished steady state tuning all of the cells that we can get access to up to 4500 RPM.
27:20	And again you could see the techniques that I was using there, everything that I discussed earlier, particularly at the higher RPM, the sections that we have just sped up, there was a little bit of moving into positive boost, having a look at the outcome and then moving back into vacuum while I go ahead and make some changes.
27:37	Sort of seeing numbers in the 120 odd percent there at the load points that we're getting access to.
27:44	We're not quite finished here, we do need to sort of extrapolate out what we've learned here, put some shape into this table that makes a little bit of sense and also address what we're going to do in the areas that we couldn't access.
27:55	So, we were able to get down to around about 40 kPa here, but of course out on the road, it's possible that we could end up down in the 20 kPa cells or at least interpolating into them.
28:07	So, what can we do here with these cells? Well, what we're just going to do is essentially take a bit of a guess, an educated guess at what sort of change we may likely see.
28:17	And realistically here what we can do is use the trends that we're already seeing.
28:22	So, we've got cells every 20 kPa and if we look here at 4500 RPM just for an example here, we move from 60% to 75% so 15% change and then we've got a 9% change and then we've got a 5% change, so they are a little bit all over the place here which does make it much more difficult.
28:42	What I'm going to do here, I don't want to go too far and find out that we're excessively lean because that's going to make the car sort of hesitant and not that enjoyable to drive.
28:51	So, I'm going to just take an educated guess here and we'll start by removing 5%.
28:56	So, we can just use the minus key here, we'll start with 4%, always going to be nicer to be a little bit rich than a little bit lean.
29:05	So, we also need to do this to the 0 kPa row, this is more of a sake of completeness as opposed to realistically be able to run at 40 kPa.
29:16	So, here what I'm going to do is just start by using the control key, we'll hold that down in the up arrow and that will basically extend the cells that we've just tuned and move those into the 0 kPa row, just making it a little bit quicker and easier.
29:29	We can again use the minus key and let's again just be a little conservative and we'll take 4% out there.
29:36	Now, we were tipping into, I think it was 160, maybe close to 180 kPa here.
29:42	So, for the moment I'm actually going to leave the cells above as they are, we'll just add some shape as we go and what I'm going to do is now copy the 4500 RPM column and control and right arrow key, that will move us out to 8000 RPM.
29:58	Now, if we look at the trends of what was happening here, sort of around this area, from 2500 out to 4500 RPM, we can see that our fuelling of VE has actually kind of stagnated to a degree.
30:12	So, normally I'd expect, well we would expect peak torque to be our maximum volumetric efficiency, then we would start to see our volumetric efficiency start to taper away.
30:23	So, I want to add some shape to this that's likely to be sensible.
30:28	Just really we're guessing ahead again, so that once we start doing our wide open throttle ramp run tuning, that we should be closer to the mark.
30:35	So, what I'm going to do is I know that the VE will taper off at higher RPM, so let's start at 8000 RPM which is a little bit beyond our rev limit here.
30:44	And what we'll do is we can either multiply by say 0.98 or in this case what I might do is just take a couple of percent out and we'll highlight back to 7500 RPM and again a couple of percent out of there and we'll just do the same.
31:01	I'm going to expect that we probably start to see the VE taper away from about 6000 RPM.
31:08	So, we'll just continue this and add a little bit of shape and we might take a little bit more out of 7500 and 8000 RPM as well.
31:17	We can also have a look at our progress here and just sort of see the general shape we've got for this table which is not crazy, this sort of looks like what we'd expect from a VE table.
31:28	I've got that sort of typical shape where we've got, start with a low VE, it raises up, peaks and then starts to fall away.
31:35	Now, we do have this area here which we haven't addressed, so let's go back to our numeric view and see what we can do here.
31:42	So, realistically what I'm going to do is a little bit of hand blending here because we know that at 1000 RPM we couldn't get into the 120 kPa cell.
31:51	So, of course all of these cells are exactly the same and we know that once we got up to sort of 2500 RPM we started seeing the need to add a little bit of VE above this.
32:03	So, again what we're gonna do here is just basically make some across the board changes here that will hopefully make sense and have us a little bit closer to the mark.
32:11	So, I'm just gonna go ahead and do this and we'll speed this up a little bit.
32:21	Alright, now we've got a bit of a shape that basically makes sense from 1000 RPM and above but we've got a bit of a weird situation here with these numbers that I added in originally just to sort of allow us to transition from idle nicely.
32:34	We made a couple of changes to the idle tuning as well, but what I wanna do is just basically copy this same trend across to our idle area.
32:43	So, what we wanna do is basically just take note of the numbers that we've got here in idle, so 46 % and then 43%.
32:50	And what I'm gonna do is copy our 1000 RPM column, Ctrl C, we'll copy this down to 850, now of course, we're gonna be rich momentarily, but that's OK, Ctrl V, and now what I'm going to do is just minus 13% out of here, we'll get us back to our actual correct idle fuelling.
33:10	A little bit lean there, so again I'll just make this change to the entire column there.
33:16	We're on our target now.
33:19	A little bit too far, it just does take a little bit of time to react when we are at idle because of the transport delay with the lambda sensor.
33:27	Alright, so now I've got that sorted, Ctrl C and we will copy this out to the remaining cells here and we can expect that we're going to want to, we'll expect to see our fuelling drop away here, so we'll just again make some educated guesses of what that might look like.
33:46	And again we'll have a look at our table.
33:48	And yeah now we've got something that really does sort of look like it makes sense as a volumetric efficiency table.
33:53	Before we can move on, I'm just going to cover off one more parameter that we need to set up and that is our charge cooling gain.
34:00	I spoke about this during the configuration process earlier in our step by step process and this is a factor that essentially takes into account the cooling effect of the fuel as it goes through its phase change from liquid to vapour.
34:13	Now, I am doing this out of order because the reality is that this needs to be done before we go ahead and tune the entirety of the VE table.
34:22	The reason for this is if we tune our VE table like we've done at this point and then we come back and make a change to the charge cooling gain, then that will actually throw off the entirety of the VE table slightly.
34:33	Why this parameter is important is because getting this right helps ensure that when we ask for a lambda change or the ECU asks for a lambda change, then it can track the new lambda target accurately.
34:47	In our case here, this is a little bit of a moot point since this really requires absolutely pinpoint accurate injector characterisation data as well which we've already discussed that our data is not perfectly accurate, but it's close enough to get us an engine that's going to run.
35:05	That being said, I'm going to show the process because I imagine a lot of people following the tuning process on the G5 will be using injectors that are aftermarket with known good data.
35:15	So, the actual process is to essentially get ourselves to a point where we get the engine up and running and hold it in steady state conditions with a little bit of load and RPM on board, tune in the charge cooling gain and get that correct and then once we've done that, we would go ahead and complete the full process of tuning the VE table.
35:34	So again, little bit out of order, but you will still understand the process.
35:37	So, what we're going to do is get ourselves up and running here on the dyno and we're going to do this at 3000 RPM.
35:43	We want to do this with sort of cruise RPM on board because we want to make sure that we are outside of the short pulse width adder area of our injectors.
35:53	So, what we're going to do is come up to 3000 RPM here.
35:57	And we'll do it in vacuum here, we're going to do it at this particular point right here.
36:02	Well, let's go to 60 kPa and 3000 RPM.
36:08	First of all, we want to make sure that our lambda is in fact matching our target, we want to stay nice and accurate there.
36:14	So, we're at 3000 RPM and what we want to do now is bring up our AFR target table.
36:18	And what we want to do is a change from lambda one, and what I'm going to do is make a change to the surrounding cells as well just, so we don't end up interpolating.
36:27	And we'll go to 0.90 lambda.
36:29	And we want to see how everything tracks.
36:32	So, we can see that when we ask for that change, it's actually gone a little bit too far, we've gone to 0.88.
36:37	So, what this means is that we need to reduce our charge cooling gain.
36:41	So, what we can do is come through to our fuel setup and fuel main.
36:46	And our charge cooling gain is currently set to 10 degrees.
36:49	So, let's just halve that for a moment, we'll set it to five.
36:52	Go back to our fuel table here, or actually to our AFR target table.
36:59	And we'll go back to our original target of lambda one.
37:02	Now, you can see that we're no longer quite tracking lambda one, we're not too far off, but we have got a little bit of an error, so that's why I say that we need to do this before we actually, go ahead and tune our full VE table.
37:14	So, what I'll do is I'll just get us back into the centre of that cell and we'll just get us back onto our target of lambda one which we're there now.
37:22	And it's a case of repeating this process, so we'll go back to our lambda target table, change that to 0.9 and we can see that we've tracked right on our target.
37:35	So, we've got our charge cooling gain dialled in there, we've taken it from our starting point of 10° down to 5° and that's got us now tracking our target nicely.
37:46	As I said though, this needs to be done before the main VE table is actually dialled in.
37:50	So, just to reiterate the process there, get the engine running, 2500 to 3000 RPM, so we're out of that short pulse width at an area of the injector operation, light load, steady state, make sure that we are accurately tuned to our lambda target of lambda one, then we're going to ask for a lambda step change to 0.90.
38:09	And we're going to look at the result.
38:11	If we go too rich, that means that we need to reduce the charge cooling gain.
38:15	And I would suggest making a reasonably big change like I just did there, halve it to start with rather than going in one degree increments.
38:22	Now, on the other hand, if we make that change to lambda 0.9 and we undershoot, so we end up a little bit leaner than our target, in that case we would want to increase the charge cooling gain and again make a five or a 10° change to really assess the effect of this, then you can start getting a little bit more granular with it.
38:40	Just remember though, do this before you tune the VE table.
38:44	Now, we can move on to the next step of our process.