Hey I was wondering from your perspectives which map or maps should be used to dial in upgraded intake manifolds. I've been toying around with injection correction because of tapps 1000cc file with sem manifold. Although the injection correction map (FKKVS) should be used for nonlinear injector behavior and fuel supply variances so I don't know if he just used it to whip a base file up. I'm thinking I may see better results with the flowmeter correction map (KFKHFM) for that is where corrections in intake design.

Let me know what you guys may think. I'm seeing 1.72ms at idle of 800 @ a lambda idle request of 1.03(actual1.06) with 1000cc injectors but with o2 correction of -10% (LTFT's I've turned off in attempt to dial in injection correction). WIth my current dead time value ~1.22 at that votage it brings be to an injector on-time of .51. According to an online calculator the correct pulse with should be .552 to reach a lambda of 1 at idle.

So to sum it up:
IDLE Lambda request: 1.03
Acutal Lambda: 1.06(obviously correction overshot)
O2 correction: -10%
Injector pulse:1.72ms (logger takes sample of overall I believe)
Deadtime about: .93ms @ voltage of 14.22
Injection on time: .79ms
Calculated correct on time: .552ms

Does this indicate that I should use KFKHFM?
Note I have maestro so I'm limited to what maps I can use to make the proper changes.

I forgot to give my reasoning: I guess I could just apply the corrections to TVUB but I see on Tapp's base files that he seems to never change the calculated KRKTE or spec TVUB provided by INJ manufacturer. For this I believe FKKVS can be utilized but part throttle/cruise I can see corrections of +20% without being close to hitting target lambda. Instead of changing KRKTE would I be better off making changes to KFKHFM. Also can I get better results instead of straying from 1000cc GEN2 manufacturers Latency in TVUB make adjustments in FKKVS?

Id appreciate your thoughts. I've been reading into this for months, probably 30+ hours or more.... I'm smoked!

Let me get this straight, your entire injector calibration is done completely via FKKVS?

Regardless, every map has a purpose and should be used as designed.

It sounds like you need to start over on your injector and MAF calibrations and tune one peice at a time. I highly doubt your intake manifold is the problem.

KFKHFM corrects for intake PRE-MAF.

FKKVS is for correcting non-linear injector behavior which, if neccesary, should be mainly at low pulsewidths. Some injectors also have an upper non-linear region, but the injectors should be linear at part throttle.

You should be focusing on KRKTE, TVUB, and MLHFM.

What is the application? What is your MAF/intake setup?

You will probably want to do a 3d graph (heat map) of rpm/load vs stft...

again see if you can get a scatter plot or heat map after driving around a a bunch of different load/rpm combinations

I believe the reason you aren't seeing success and even greater corrections is because your KLAF is not configured properly for your setup hence your negative STFT and positive LTFT. I believe your intake manifold is the problem as you have had well running setups in the past. Go back to your orignal injector constant and spec values. You should not have to sway far at all from your calculated injector constant. Attempt to tune your idle & low speed by adjusting KLAF while keeping a close eye on the calculated throttle angle along with KFWDKMSN.


Use FKKVS for adjusting your fuel AFTER you begin to see A/F's more inline and STFT&LTFT are both postive/negative. FKKVS is excellent for fueling needs but only if everything is configured.

edited for removal of wrong info on KFKHFM.

Its been awhile since I compared but I thought Eurodynes V8 MAF profile did match the bosch MAF spec sheet.

Ok so I'm starting to get the fuel trims down to -7% & 14%. Part throttle acceleration in alot of places have been getting closer. BUT I still run into really lean spots at some throttle positions (closer than before). I've been using my maf data to correct these situations and doing a bit of math to determine in between spots for interpolation. I'm thinking adjustments in KLAF may have lowered my maf readings in some area's because I corrected these cells before based on actual maf readings. Values seem lower in some spots then before but you can still see that I'm going lean in thoughs area's even though values in alpha N are either way above what is read by maf.

Only adjustments made in throttle vrs airflow or KFDKMSN? Is on the axis that holds kg/hr of air maestro has a feature where it produces the correct values for this map based on what I believe is the average of all values per throttle position (each row). I didn't realize that the pedal positions may need to be adjusted aswell in KFDKMSN. At this point I'm not sure how to go about calibrating this map.

I'm thinking based on MAF readings and throttle position but as you can see if I increase throttle position value to 19% in KFDKMSN (highlighted in red on both maps) wouln't I go leaner? or are the auto generated values through maestro wrong. As you can see in KLAF the selected cell is way larger then the actual value taken from the maf.

Can you post a part number and data sheet for the injectors you're using, along with the TVUB in your current file?

You're just chasing your tail without good injector data.