Recent content by steve@versatune

We have provided XDI with all of the injector data we could find in the ECU.. We are committed to making larger DI injectors work.

Who has high flow DI injectors? We released an update for VersaTuner today that exposes the injector pulsewidth tables.

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If you change those two tables reciprocally, they should offset each other in the fuel calc. The load calc does not appear to be affected by the VE table. the MAF skew should fix the load calc, and the VE skew should correct the fuel.

Maybe scale MAF down 15% and VE up 15 % See what reported load looks like and if AFRs are close. Or maybe the other way around? MAF up and VE down?

This issue appears to have been related to an engine with a displacement other than 2261cc. The load calculations are based on the engine displacement amongst other things. Without direct access to a car with an engine with non-standard displacement, it is hard to test this.

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Modify the bcs dc base table downward slightly with a focus around 2500-3000 rpm where the boost will tend to spike on initial spool up.

We published a new tune today to demonstrate the new load axis scaling on G2 MS3. It is for a stock turbo with a CAI and a RP. It has the load axis scaled to 2.25 and a peak load around 2.3. Obviously, a HPFP upgrade is required.

The rear O2 sensor has minimal input on fuel trims. It is there to determine whether the primary cat is doing its job. When running catless, expect to get and mask the catalyst efficiency DTC. Also plan to adjust BCSDC base a bit as the turbo will spool sooner and spike a bit more on initial...

Grimmspeed solenoid in interrupt configuration requires 30% less duty cycle than stock. Use that as a starting point then fine tune from there.

This was a major effort. All of the relevant tables have had axis scaling enabled to allow load > 2.0 You can read more here: https://www.versatune.net/forum/viewtopic.php?f=1&t=4075&fbclid=IwAR1jjBfwJq3NvlK7UPPlX78XxzGEdHhZ-yYqbAEaVqCH1PA_BXd2b8N46rU