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WOT PE threshold is the trigger for everything to go to the WOT tables.
So not only does PE enrichment begin, but cam moves to WOT table, as does spark.
If you have any variations in tables this really can show up, however if PE voltage is less than say 2v you often get a cough
even if all the tables are aligned.
In for updates. Anyone figure out a solution for this, seems to be a fairly common problem.
Same, I've had 2 cars do it with no luck eliminating it.Quote:
Originally Posted by CK@UPP
What I find interesting is the stumble occurs around 2500rpm which is just after the 3rd fuel trim RPM boundary breakpoint (ECM 34471).
Quote:
Originally Posted by Homer
Moved it to 3k, no change
A little old but can anyone imagine that its not a bug? Maybe its for emissions and hidden in the code.
The EU software from Chevrolet will do this in 3rd gear on wot at 2500rpm.
This is the rpm range to test emissions....
I am currently going thru the same thing. Did you ever find the fix? I am running ID1050X. Would changing to FIC1200 be the fix. I've literally done everything else in the Fuel system and tuning.Quote:
Originally Posted by mxatunerjg
I?m having the same issue here but in a 5.7 Grand Cherokee with a V3si blower. Using fuel injector clinic 1000cc injectors have tried gapping plugs down to .024? adjusted cam timings both advancing and retarding.
Using Mopar 3 bar map sensor (part number 5149056AA) tried adding fuel to that area and it helped but never went away and if I tried to add more fuel, it would start to get worse. Haven?t tried a set of hellcat injectors but that?s likely going to be my next step.
Fueling in that area looks perfect until pretty much exactly when it crosses over 2500 rpm it does a quick lean spike which doesn?t concern me if I?m WOT before that rpm but usually I?m transitioning to PE around 2500 rpm and when it lean spikes there, AFR?s go to ~15.5
Doesn?t make sense as to why it?s fine in the PE table both before and after exactly 2500 rpm.
Hopefully one of the guys from the older replies got it figured out and have give some insight
I hope you know that the hellcat injectors flow less then the 1000cc you have?Quote:
Originally Posted by HemiNate
Whipple car doing the same thing.
Everything appears consistent except for the 2300-2600 lean spike.
I am not seeing a misfire at all. Just starting at 1100 and runs perfect at wot and stumbles at 2500ish and then moves back to commanded and runs smooth to red-line.
Whipple
ID1700's
6.4L Hemi
Built bottom end
Blower cam
We have been on the rollers for days trying to get it correct and not just bandaid'd
Any help on this issue or known remedy?
I am having same problem car ran fine till installed FIC 1000 injectors
PSC1 Pro Charger
87mm TB
Long tube headers
Walbro fuel pump
Has anyone found a solution to this problem?
Thanks
Having the same issues on a whippled 6.4 2012 Charger
I sent FIC a message about mine here is wha they sent me back
To our knowledge, this is usually an issue of varying fuel pressure. Maintaining 58 psi of base fuel pressure will be crucial to proper operation with the provided data.
I have already replaced my fuel pump with a Walbro 450 LPH F90000274
Looking at my data I don't see a fuel pressure issue I used the data for 750 injectors and car ran fine but that is not the fix I am looking for.
Fixed it by adding alot of spark, was commanding around 0.
Now commanding about 20 more degrees and limiting throttle max voltage to control the boost under 3000 rpm.
98% fixed!
(Issue was at 1700-2800 rpm it would misfire. I had PE voltage up and down thinking that was an issue. Disabled VVT, still same issue. Timing was super conservative thinking the high comp motor with long tubes would have high cylinder psi cuz the whipple 2.9)
Pe voltage is now 1.7 and timing is crankeddddd
Thanks for info I'm not sure if I have the same problem mine does it at exactly 2500 rpms and has 9 degrees of timing the only thing I see is a .1 drop of injector pulse it does it's little stumble then goes on I will try your fix tomorrow hopefully it will work
Might workQuote:
I tried everything from -15 to 0 degrees, closing throttle down to only 20% (effectively reducing PR ratio from 1.5 to 0.8 instead.
It would hesitate all over between 1500-2600.
Now with 22* it is barely noticeable and its around 1.2 PR at 2000rpm.
My theory is the actual trapped air in the cylinders in much lower than the actual MAP estimation due to the stage 3 cam at this low RPM.
Good luck.
A bit of a dead thread but has anyone found the source of this? Im on a 13 5.7 Challenger with an on3 TT setup...same thing. 2500 fueling momentarily dips rich then lean. Nothing moving abruptly there besides aircharge making a jump for some reason. you can see it on the o2s big torque dip...etc. Also found out that changing the PE to pressure ratio doesn't work...it still references the aircharge table. Theres something happening in the background but im not sure what.
Attachment 147465
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It is doing what is tuned... Aircharge is dipping... fueling will dip tooAttachment 147470Quote:
Originally Posted by UMSTuning
DodgeBoy.
https://www.youtube.com/@dodgeboy2785
Ok so I found *something* I have a mistake on the above cal in the injector scaling which made my VE look weird in boost...fixed that and the miss got even worse. so I looked at the ID1050 scaling and noticed the bottom point was not something attainable and it was a x10 roughly of the last data point. replicated that and its barely noticeable now.
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yeah thats not at exactly 2500 rpm your circling like 4.5-5k