If so, how do you change the fuel map?? Do you just increase or decrease the mass airflow rates?? Any info is appreciated.

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355 10:1 , AFR 190 heads, LT4 HOT cam w/ 1.6 roller rockers, complete Superram intake, 58mm BBK TB, 24# injectors, screens out of MAF, MAT relocated, March underdrive pulleys, Streetdampner, Crane HI-6 ignition, 160 thermostat, K&Ns, TES headers(Jet hot coated), Mufflex 4' cat back, B&M shift Kit, 2500 converter, and 3.27s.

 

Once you size the injector properly, you shouldn't need to make any changes to the MAF transfer function. That's the beauty of the MAF system; it directly measures the incoming air mass. Thus, the ECM knows how much fuel the engine needs.

For wide open throttle tuning, you need to play with the WOT Enrichment vs RPM table.

Nick

 

[B]Once you size the injector properly, you shouldn't need to make any changes to the MAF transfer function. That's the beauty of the MAF system; it directly measures the incoming air mass. Thus, the ECM knows how much fuel the engine needs.

Trouble with that statement is that it is only kinda true. The second you change the intake tract and generate a different amount of turbulence in the intact tract things go to dodo. With a K+N and being near the radiator fan, I can what the gms/sec change and alot more then at the same rpm fan off as a comparison. Changing the scalers and entries are very challenging to say the least. I changed one scaler by a count of 3 and the idle went from 750 rpm to 1600 rpm.

For wide open throttle tuning, you need to play with the WOT Enrichment vs RPM table.

If you haven't gone to wild on things then using injector constant FP, and timing you get you close. At idle timing can play a very important role in air consumption.