[nhra no 2]

I hope this post won't be too long... I have a 306 8.25 to 1 comp, TFS heads, cast cobra intake, 232 int dur 242 exh dur .565 lift @ 112CL. I have a twin turbo (2) 60mm, (2) waste gates set @ 11 psi. 42 lucas injectors & a Pro-m blow thru 75mm MAF, and I have an A9L computer in a 1990 mustang. With out the tweecer it idles @750 rpm, I have a tune with just upping the idle speed to 850 rpm - both ways run great. Now when I write a tune as suggested by the getting started PDF, I set the inj slopes, the MAF transfer and set the inj offset bat voltage as low as .300 to .350 (THIS SEAMS A LITTLE LOW?) it kind of idles for 10 to 15 seconds. Then the rolling idle starts and it stalls. If I set the CID scaler to the 19/42 ration of 306 becomes 138, it will hardly start. What functions, scalers, or tables should I be working with that adjust the rolling idle? I also do not have a compressor bypass between the turbos and the blow thru mass air meter, I am thinking that might help the rolling idle. I AM STARTING TO PULL MY HAIR OUT, AND YES I HAVE SEARCHED THE POSTS. BUT I AM STARTING TO GET CONFUSED AS TO WHAT IS MOST IMPORTANT TO BE ADJUSTING. I just want to be able to write a tune with the hardware I have on the car, and NOT BLOW it up.

[db1994]

You dont scale the CID if you put the right injector slopes and MAF transfer in .

Even if you did - you went in the wrong direction. your cid would be bigger not smaller. At 138ci your car is probly getting 100% load at idle.

FWIW - the "rolling" idle shouldnt have anything to do with a bypass valve - its more thann likely a crappy MAF transfer.

-Jason

[pthornton]

Since you have matching injectors and MAF, you don't absolutely have to enter the correct MAF curve injector settings. You can scale the CID to bring your load values into alignment. This should get the car running well. If you scale the CID down, then you should NOT change the MAF curve, injector settings etc...

If you really want to dive into driveability, then you will need to input the correct MAF curve, injector settings etc... You can use the above tune as a fallback until you figure this part out. I would start with MAF, injector settings and use EEC analyzer to dial in the bottom of the MAF. Then dig in to the ISC neutral air flow/ throttle body air flow settings to really dial in the idle. Use a wideband to dial in the upper RPM of the MAF curve.

PS. Some say it is heresay to use the CID scalar instead of the correct MAF/injector settings, but to each his own. I say whatever works.

[nhra no 2]

Let me get this right. If I set my injector slopes @ 42 and 50, the MAF info from Pro-m converted to 30 points, all I need to do is adjust the CID value up and down to get the car to run right. The ISC neutral air flow is set to 0, is this set wrong? What value range should it be around? The trottle body airflow is set @ 0.65, sound right Y/N.
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Last question, I have been hearing people talk about this EEC analyzer. What is this program? Will it interface with the TwEECer? What can you do with this? Is it just software or is there hardware as well, I se two different prices on there site. Bottom line how helpful is it, is it worth it or not?

[db1994]

Let me get this right. If I set my injector slopes @ 42 and 50, the MAF info from Pro-m converted to 30 points, all I need to do is adjust the CID value up and down to get the car to run right.

No.

If you put the 30 point in for the MAF and set the correct injector slopes then the CID scalar should be set to whatever your ACTUAL CID is. If its running badly after that - then its probly because of something else - Injector vs battery offsets, EGR still enabled etc.

Look in the FAQ section for startup tune help, and read the getting started .pdf on tweecer.com

-Jason

[nhra no 2]

I have a tune running right nowthat has the correct inj slopes and a modified MAF tansfer that is close with the correct CID. The car will start just fine cold, idles @ 850 to 900 RPM as set. What I am trying to figure out now is what functions, scalers & tables to adjust to get a handle on the KAMREF value. The KAMREF during cold startup datalogs @ 1.000, it stays there when I go into CL. The problem is when I get above 180 ECT, then it starts to creep to 1.121 and stays there. It will not vary at all in idle. It will vary @ part throttle. I have adjusted the MAF transfer from to lean and the car stalls to to rich that your eyes water standing next to the car. I really need to know what I need to consentrate on to get the KAMREF # lower?

[db1994]

Look in the FAQ section for startup tune help, and read the getting started .pdf on tweecer.com

You need to learn more about how the EEC works before you will get a grasp on the cause and effect of all the settings. Seriously - spend some time reading and learning. Be patient. You have a good starting point, so just just read.

Once you get a good idea what the differences between OL and CL are and what tables are used for each, depending on ECT, ACT, Load, TPS and RPM you will have a good idea where to start looking.

-Jason

[Green-Jimmy]

Do you still have your smog equipment on the car? Specifically, the smog pump and the air diverter ( sends smog pump O2 to heads or cats ).

[nhra no 2]

I have no smog items on the car. I have turned off the EGR, Thermantor & canister purge. I have a twin turbo setup that dumps the exhaust straight down at the ground. My car is far from stock, and I think that I may have some issues to deal with that are making my setup a little different.