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Discussion Starter #1 (Edited)
Tom can you share some light as to how this works with me?. The Pectel has a table that shows Air Charge Temperature Multiplier in the Fuel Correction section and in the Ignition Correction section it has a table called Air Charge Temperature Adder. I live in Puerto Rico where the average temperature is 81 degrees. Here is what I have in the maps I am using.

Fuel Section ACT Multiplier
-22 = 1.342
-4 = 1.292
14 = 1.242
32 = 1.192
50 = 1.152
68 = 1.125
86 = 1.119
104 = 1.115
122 = 1.061
140 = 1.019
158 = 0.989
176 = 0.959
194 = 0.939
212 = 0.919
230 = 0.889
248 = 0.869
266 = 0.849
Barometric pressure is 1.000 across the table

Air Charge Temperature in the Ignition correction table looks like this

-22 = 5.00
-4 = 4.00
14 = 3.00
32 = 2.50
50 = 1.50
68 = 0.50
86 = 0.00
104 = 2.50
122 = 1.50
140 = 2.75
158 =3.50
176 = 4.00
194 = 5.75
212 = 6.25
230 = -12.25
248 = -12.25
266 = -12.25
I changed the settings last night from 104 thru 212 to positive amounts to see if it would correct a studder I get when it gets hot. Should I have done this? I also changed it because the pectel is throwing an error that the ACT is too low. Even with these changes it still threw the error. Experienced Pectel users feel free to share some light on this?. Thanks.
 

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I would change the "104 = 2.50" to 104- 0.50

I dont think these tables will cause you rissues you talked about these are there to add fuel and take out timing as it gets hotter for safe engine operations

You need to log and see what is happening when the studder is going on

Why on earth did you go with the Pectel the hardest tuning software on the market with the worst customer support

Tom
 

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Discussion Starter #3
1turbofocus said:
I would change the "104 = 2.50" to 104- 0.50

I dont think these tables will cause you rissues you talked about these are there to add fuel and take out timing as it gets hotter for safe engine operations

You need to log and see what is happening when the studder is going on

Why on earth did you go with the Pectel the hardest tuning software on the market with the worst customer support

Tom
Thanks for the info Tom. At the time I was piecing up my kit over 3 1/2 years ago It seemed it was the only EMS out there for the foci. I also got it for $1100 with 4 550 cc injectors and thought it was a great deal. I know it is complicated and I know of only 1 other person in Puerto Rico that owns one and is in the same boat as me. So I am learning as much as I can through the help of the forums. I appreciate your input, you are always there to help us out. I read the thread on your early retirement and hope everything goes well with you and your wife.
 

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I have a dumb question.....

Since this is FI wouldn't you set your Ignition correction tables to more of a "flat rate" like you would in the SCT PRP and just let the factory knock sensor do its thing? or does the pectel even use the knock sensor?
 

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John i wouldnt be setting those Ignition correction tables to flat you want these to correct timing BEFORE you get deto

PLEASE keep in mind in the tuning you are doing things to AVOID deto if you rely on the knock sensor to do the work means you are getting deto

That is what was so moronic about randys statement about detuning during there test run at the track because it was so hot , everything you need is in the SCT software to protect from even SUPER HIGH IAT , I have seen IAT in the 165 to 180 range and never detuned or lifted because i knew my tune was safe and would do its job ,
What is realy funny about the IAT and what randy said is there SC kit produces 244+IAT yet they keep selling it and telling everyone it is fine , Now why detune thers to keep it safe when they sell a kit that has even higher IAT?

Tom
 

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Great... now I have to go home and look through the SCT PRP to figure out what I was trying to say LOL

Maybe I was thinking about the IAT vs Fuel pressure correction table??

Sorry for the slight hi-jack.
 
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