Thread: TP scale

I'm just glad I got the TP installed into my Bin and it's working great. But I have a question. In logworks I'm following the TP with the RPM. Everything seems to run fine But My TP will max out at 80 right about 5800rpm then start going down to about 75 by the time for me to shift and it does the same thing. Here's my question though. In tunerpro the max of the TP scale is 60. Should I adjust the TP scale on the fuel and timing maps to max at 80 instead.

Vadim and I and others have gone back and forth on this.
Yes, you should scale your TP axis if you're interested in tuning the entire footprint of your engine.

ok then i'll look threw all my bins and see if there is a TP scale i like.

I think you can also DIY. *shrug*

meh

I got a question though. It came to me when changing the TP scale then comparing it with maps. changing the scale moves say the old max 60 down 4 rows. what this does say in the timing map give s TP60 a much more agressive timing. Am I making sense. see if I can copy it.

OLD TP 60: New TP 60:
03 09
05 11
06 13
07 14
08 16
09 18
10 19
11 18
11 18
10 18
09 18
11 19
12 20
13 20
17 27
20 30

Yes! Basically what happens is, Once you hit your Max TP of 60, even if you go to 80, you will stay in the last column. But if you set your TP too high, you might never hit it, thus you would be using the second to last column, which could be bad if the second to last column is not designed with WOT in mind.

But anyway back to TP adjustment. By adjusting your TP scales you can fine tune the tune. Which would allow you to not be in the TP that's designed for WOTing while your just driving.

With boost you can also fine tune your timing for specific boost levels. Basically the more boost the less timing you want, or it will knock.

Say your at 10 psi and at 100 TP (random numbers to make the example easier to understand), you are planning to run 16 psi which is at 160 TP.

At 10 PSI you can have your last column have pretty aggressive timing. Lets say you can run max 23* Timing safely, well at 16 psi, the max timing you can run is 18* and anything above that will knock. Thus what most people will do is just leave the TP at 100, and then they get a knock, thus the dumb down the timing.

Now what they really should be doing is have a Column for 100 TP with 23* max timing, and 160TP Column with 18* Timing.

I hope that kinda explains the importance of TP tuning

so you are confirming if I adjust the scale and not mess with the maps I'm making the tune more aggressive at least the middle of the map

TP = K*Q/N
K is injector K value
Q is from the MAF VQ table based on MAF voltage
N is RPM
The reason you see TP dip above 5800 rpm is because N is still rising, but Q isn't, or at least isn't rising at the same rate as N. If N increases and Q stays constant, TP falls. This is due to a fall off in volumetric efficiency, which is influenced by many factors.

You can change the TP scale for the fuel map without changing it for the timing map, just be aware that, in the stock bin, above 49% throttle below 1600rpm, only the far right column of the fuel map is used. There is a table, indexed by RPM, that controls the amount of throttle opening necessary to force the fuel map to use the far right column. In some XDFs it's called "0200 - Injection Response", which is a misnomer. The conversion to throttle % = (x/255)*100. This table has no affect on the timing map.

Dave

Octave, I see what you're asking and your assumption is right. If you just change the scale, you're completely changing your tune. You don't want to do that. You want to change the table accordingly.

hmmmm These points just make me want to leave the tune alone. It's a known good tune. But Daves responce about TP dipping concerns me. Although it's a Big turbo only running 5lbs of boost. The normal I'm shooting for would be 12-14 after some mile are put on the motor.