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That's how my tuner found out that the stock injector size wasn't 325 like GReddy put in the Emanage in the base tune. My MAF is clamped at 3.85v in the boost limiter cut setting table. And it is working perfectly. But he is clamping the MAP sensor at about 2.7-2.8v. But I'm almost positive your stumbling is from a large discrepency from actual IAT and what is being measured by the ECU at the MAF. My tuner found out from the Dynapack's IAT sensor that he had right on the charge pipe at my TB and from the IAT measurements through the ECU's OBD II port. The actual IAT's were around ambient at the time at about 90*F and the IAT at the MAF was about 160*F from it pulling the heat off the motor. The stock ECU was pulling extra timing and fuel to compensate for the hotter air and the actual air was ALOT cooler causing it to pop lean for a second until it pulled all the hot air from around the filter. But it happened so quickly that my AEM wideband didn't even catch it. It's more evident on the road when you are stopped at a light or something and the hot air just fills up the engine bay and causes this after the shift from 1st to 2nd. Then once you get moving the cooler air gets into the bay it goes way. It's so crazy annoying. Does the F/IC even read IAT's and compenste for it? The Emanage does but for some reason the way GReddy setup the PnP harness it isn't reading the IAT's and compensating. So my tuner did it with IJ duty. It didn't get rid of it completely but it's ALOT better. He is checking the pinout for the PnP harness and The Emanage Ultimate and see where everything is going and where it's supposed to be going.
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