Here is the part 2 of making fuel corrections to the VE and IPW Comp Tables. The goal is to achieve less than 5% difference between last tune and corrected tune in the higher RPM and Load regions. In the case of the TS111 & TS116 engines, that would be cells higher than 3.75 RPM in the VE table. The IPW Comp tables should be less than 1% difference, they dial in very well due to the using the mean in the calculations during correction.
For Scout and FTR-1200, your would want the cells above the normal RPM range for your STK file. In the case of the examples in previous video, the Scout would be 5k RPM and above and the FTR-1200 would be 6k and above.
Once your VE is less than 5% (I like to go less than 3%), then you should reset the Target AFR to nominal and safe values. One you reset the Target AFR, your power-band will be restore and you can hit it as hard as you like.
The goal at this point is to continue with the cycle of tune, record logs, correct tune with logs, save as new version and repeat. As you record the logs, the operation range you are concerned about is the idle through 3.75k for the TS111/TS116, idle through 5k RPM for the Scout, and idle through 6k RPM for the FTR-1200. Ultimately you are trying to get the normal operating range as smooth and balanced as possible. This usually takes 4 to 5 additional cycles, though it really does not have to stop with that. Since you now know how to tune and have the tools to do it, continue until you are happy with the results. Just keep in-mind that gasoline quality and environmental conditions might have a higher influence on the tune than actual error. This is the whole purpose of fuel trims in the ECU, too compensate for these variables.
It is always beneficial, once you are in the finalization of fuel corrections, to put on several hundred miles or more before you record additional logs. The mileage does not need to be done all at once. This is to allow the long term fuel trims (LTFTs) to become active. The LTFTs do not reset after each engine start, but rather keep a running average of each cell's nominal correction needed so the ECU can be more accurate when calculating the fuel for the 14.7:1 Target AFR. This is basically all we are doing with our tuning....getting the fuel tables more accurate to lesson the amount of fuel trims the ECU needs to apply.
Finalizing Fuel Corrections (Part 2)