TTS Map Setup.

[rbabos]

In the directions it says to up the C.I. by 5% of what engine size you have and drop the ve's by 5%. Since I'm using a 103 map for a 113 and going up 5% puts me just shy of 120. Knock off 5% in both ve tables and the ve's shouldn't max out. The question I have is the manual says to go no larger then you need with C.I., since it infuences other things. Like what does it influence, since I've been trying to tune it at a 131 C.I. and no prior ve % adjustments.
Ron

[lonewolf]

I think when the directions are talking about upping cu.in. 5 % and dropping ve's 5 %, it is when you are maxing out some cells at 127.5. That way you are hopefully keeping the ve's that aren't maxed out close to where they should be. I know that when I went to larger injectors I just kept playing with the cu. inches until my afr lines came back close to 13.5 (conventionally doing the ve tables). When tuning something like your 113 I would just keep adjusting the cu. inch table until the fuel lines got within range of being synchronized with the ve tables.

[06RoadGlider]

yes I agree with lonewolf my understanding is you only need to adjust is you are maxing out VE to 127.5. Then look at adjust the 5%
Are you maxing out the VE?

[rbabos]

I guess I should have asked, what other influences does going larger than require in C.I. have in the map? Like , could it dump more fuel in for cold start than normal, since nothing I have done seems to lean it out to an acceptable level when cold.
Ron

[glens]

113/103=110%

I don't know what all you've tried and what resulted from it.  I'd take that map for a 103, put 113 in the engine size and use the VE tables as they came, for a starting point.

If you can't enter a discrete value into the displacement variable, pick the next largest one from the list, find out what percentage that is different from "113" and reduce the VE tables across-the-board by that amount.  And start with that.

The only reason you'd ever have to monkey with (juggle) the displacement and VE tables together is if your VE tables are max'd out (or min'd out, I suppose).

If you think of the system working like this below, you'll have an easier time with this math.

The  ECU gets the air temperature and manifold pressure and combines them mathematically with the VE value, the AFV, the injector size, and the displacement to achieve the desired AFR.  Something close-enough to AxBxCxDxExF=G

If you need to decrease D by some percentage, you need to increase one of the others by the same percentage or G won't be right.  You only have access to two of them (the injector size and the engine displacement) to juggle against the VEs.

In your case, all you need to do to get started is to take the 103 map and set the displacement to what you've got.  Or take a 118 map and set the displacement to what you've got.  In either case the injector flow rate must match what you've got, too.  You only need to juggle the displacement vs. VE if the VEs get too high as a result of tuning.