TPS Accel Enrichment tables and settings questions

[slo_crx1]

I apologize if this seems like it's common knowledge (I'm used to tuning older flash based ecu's with basic speed density functions and older MS), but I'm looking for the best way to massively increase my throttle tip in enrichment for my turbo converted R53 Mini Cooper S. While the tables I have might have worked just fine for the factory supercharged setup, I'm finding I need a much larger fuel dose now that the throttle body is mounted directly to the intake manifold instead of pre-charger like it was originally. So far individual table adjustments hasn't given me the large IPW change I'm looking for, however increasing the "full group enrich limit" to 30% and the dTPS threshold to 2% has helped bring it in line a little more, but there is still a lean dead spot before it drops a bit too rich and catches up. The definitions of what each table controls directly are a little vague so I'm kind of guessing at this point and watching IPW to see what has the most effect. I can see IPW double from idle to about the 7% TPS range during the initial tip in, but I think the initial burst of fuel needs to be a bit higher to get rid of the lean blip.

Any idea which tables would have the most effect? Continue with raising the batch injector "group enrich limit"? Or another table perhaps?

TIA!

[pric]

Basically you have four tables.
Every table has it's purpose, just read every description and it will come to you.
But it's a bit overwhelming when you first see the four tables.

This is how i've done it, don't know if it's the right way...
With my engine i need up to 140% and more, so i now increased the limit to 150%.
If overall your enrichment is too low increase the rpm factor table.
If it's just a certain tps span(mostly the lower tps value area), increase the TPS factor in that area.
If the pw increase is not fast enough increase the dTPS factor table.

In your case i'd work with the dTPS factor(increase the whole table, i've roughly doubled mine) and the TPS factor(increase that certain area)

Don't be scared to double the values in the tables.
You might need that much...

[slo_crx1]

I understand the four tables and *roughly* what they accomplish, however they don't seem to tackle much for wall wetting. In particular, when I let off the throttle my IPW drops to 0.03 and AFR goes to 25 signally injector cut off (which is normal), but getting back into the throttle will still show IPW only jumping up to ~2.08ms (which is my normal idle pulse width) by 25% throttle and AFR's are still at 25. Once the throttle is over 40% (and a half second later) my AFR's catch up and will start to richen up as my IPW swings higher. The initial lag of getting back on the throttle is what I'm trying to get rid of, and the tables themselves are only having an impact once my IPW reaches the normal idle range again. That's why I'm looking more for an initial wall wetting solution that can give me at least a 4ms batch fire burst as throttle tips in, but I don't see anything specific to that.

[PSI-Motor]

Alpha N or Map?

[slo_crx1]

Map only.

I tried a few changes again unsuccessfully this evening, and returned the maps to their previous state. Would increasing the cells for Accel dTPS rate in the 0-20% range have the biggest impact? Say such as increasing them to around 150% initially then continue the curve upward again? An example would be 150-140-130-120-105-110-119-145-157-184 throughout the percentage range, hoping to grab a larger initial IPW to try and combat the .5sec lean spot and hesitation.

[PSI-Motor]

Use Alpha N with map multiplier and map for ignition then all your worries are over.
It almost sounds like you are having some problems with your vaccum hose to the ecu or not having calibrated your tps correctly.

Only time iv'e seen this problem is when the vaccum hose gets hot or are to weak and the vaccum makes the hose sucks in on it self. That makes huge delay on the map signal when going from closed throttle to open.

Please check it out.

[pric]

I have never had an issue that big.
Even with the stock acc settings, the car bogged and misfired sometimes, but the enrichment worked and upped the PW quite a bit immediatly.

Please post a log where the problem occures and the map.

[slo_crx1]

I finally found a partial solution to my problem, it ended up being mostly mechanical to start with. The adapter housing on the exhaust side of my turbo was sucking air in past a faulty composite gasket which was causing my wideband to show I was running lean when I created my base VE table. Having too much fuel on top of a large increase from the accel enrichment pretty much caused the engine to stumble from too much fuel which made me think it was misfiring from dropping too lean. Two days ago I changed the gasket over to a new steel gasket and it actually dropped my VE table fueling by almost 15% everywhere and I've been able to cut the accel enrichment in half with positive results.

I still have a *very slight* lean spot when getting fast back on the throttle, but between cleaning up the VE table and the various Accel tables, I think I should be able to refine it further now. It is a night and day difference from where it was, and is much more responsive and smoother to drive.

My apologies for posting this in the first place and seemingly wasting anyone's time, it's been the better part of 6 years since I tuned an EFI system and I'm trying to relearn everything I've forgotten over the years.

Thank you for all the suggestions so far! My next challenge is refining my knock tables more, does anyone know any good write-ups on setting up these tables past what the descriptions imply? Also, wondering if there's a way to use my oem knock sensor to listen for knock using headphones while logging and tuning to refine the noise filtering?

Thanks again everyone!