atsv 2016 power enrichment?

[obd2]

I was tuning a 2016 ATSV was able to fix throttle closing and oem power enrichment did not need to be altered.
however looking at the tune how in the hell does power enrichment happen. looking at the tune it is not using the conventional stoich setting and dividing eq power enrichment for commanded afr. any idea in how these new turbo cars enable PE. how does it calculate wot commanded AFR

[cobaltssoverbooster]

it should be doing just that. the description for the pe eq from a 2016 atsv file in the repository states thats exactly how it works. also thats the only way the numbers work out to correct afr values.
if your commanded afr isn't what you want it to be then you need to inspect thresholds and other fueling modifiers to make sure nothing else is interfering with the target value.

[obd2]

[QUOTE=cobaltssoverbooster;543902]it should be doing just that. the description for the pe eq from a 2016 atsv file in the repository states thats exactly how it works. also thats the only way the numbers work out to correct afr values.
if your commanded afr isn't what you want it to be then you need to inspect thresholds and other fueling modifiers to make sure nothing else is interfering with the target value.[/QUOTE

thanks for the reply, Like I said atsv seems to not follow conventional power enrichment strategy. I am familiar with fueling modifiers interfering. I spent countless hours running 20 pis boost dealing with throttle closure. the atsv was the most frustrating car I ever tuned. done countless lt4 with whipples/oem blowers/prochargers and dealing with throttle/timing issues is fairly easy to me. This atsv strategy is different. anyone else done these. I purchased an 2016 ctsv as a test bed, what I should of done was get one of these atsv instead. if this is the new game for gm turbo cars to come, going to have many unhappy tuners.

[obd2]

have a look at dynamic airflow high disable. interesting. tune shared is the stock tune

[cobaltssoverbooster]

yeah they typically run the stock ecu in sd mode and use the maf for a default sensor and for iat reads to use in density calcs.

have you tried disabling the converter overtemp under the fuel temperature tab? exhaust temp is calculated and crap at best. typically it triggers and goes super fat. in a stock file case you posted 1.2 eq would be 12.2 if stoich was 14.68. so if your commanding closer to 13 and it triggers youll never get there.

[Tapout Tuning]

it should be doing just that. the description for the pe eq from a 2016 atsv file in the repository states thats exactly how it works. also thats the only way the numbers work out to correct afr values.
if your commanded afr isn't what you want it to be then you need to inspect thresholds and other fueling modifiers to make sure nothing else is interfering with the target value.[/QUOTE

thanks for the reply, Like I said atsv seems to not follow conventional power enrichment strategy. I am familiar with fueling modifiers interfering. I spent countless hours running 20 pis boost dealing with throttle closure. the atsv was the most frustrating car I ever tuned. done countless lt4 with whipples/oem blowers/prochargers and dealing with throttle/timing issues is fairly easy to me. This atsv strategy is different. anyone else done these. I purchased an 2016 ctsv as a test bed, what I should of done was get one of these atsv instead. if this is the new game for gm turbo cars to come, going to have many unhappy tuners.

I recommend taking a look at the following settings/tables:

2411 Power Enrich Enable RPM
12419 Power Enrich Enable Pedal
2405 Power Enrich Delay RPM

Good luck!

[ZeroBoostBuick]

What they said and Torque Management Driver Demand is a good area to improve throttle response.

[obd2]

These atsv are more finicky than any other lt4/lt1 The DD need to be fine tuned or throttle closure happen easily.