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How-To Tuning Via DHP Powertuner
Tuning your car:
So much to cover hard to tell you where to begin...

This guide is intended for people who already have an understanding of the tuner and have read the below guides associated with their particular tuning package.   First before you do any changes to your car.... I can not stress this enough... READ   read these forums.   DHP is only avalible to Powertuner owners only.   HPTuners.com is open to all.   You need to understand each sensor and what its data means.   There is no point in changing something if you dont know what you want to modify.

Info to read:
Jerry's tuner guide DHP Powertuner
Powertuner info
HPtuners How to
HPtuners.com
acronym list:
HPtuners acronym list
Programs:
Table_modifier


Intro:
The Following is setup in the order that most people follow (myself included) when tuning their car.   Some of the steps i list will be diff from the above links.   It has been found not all cars respond 100% exactly the same when tuning.... part of this i feel is due to user error/ bad judgement and the other could vary well be issues on how the computer runs.  

Setting up a starter Binthe most common things to adjust are:
-Fan turn on time (to adjust for diff thermostats like a 180* or 160* unit)
-RPM rev limiters to either add more protection to a motor or to push the limits a little further
-MPH speed limiters self explanitory... dont want to be shut down at 108mph when that kid in kia passes you doing 110 after you had smoked him 5 min before!   (ricer flyby!)
-Disable SES codes for things like Rear O2 sensor for when you run a high flow cat or aftermarket exhaust, or remove some misc sensor like Evap or EGR
-Adjusting for Mods, like diff flowing injectors, Different MAF sensor, ect this is done by importing the new table for those mods.

Ok now that you have looked over the basic things to change now lets talk about the real tuning.   the above was just very minor tweaks.   Basicly and hopfully enough to get the car started!

Scans
Getting a good scan or data log is very important.   Without knowing what the sensors are doing, there is no way to besure your making the correct changes when tuning.   The above links will go over what parameters to scan.

Setting up for a good Scan
-Atleast 6,000 or more lines of data. The more data in the log the better!
-The higher the data rate the better IE you want (if using the power tuner) to set the data speed to update every 25ms vs 100 or 50.   updating every 25ms will give you much more data then 100 ms.  
-Things to scan:
RPM, A/F, FT cell, Injector PW, MAP (kPa), O2, TP%, MPH, MAF (raw/hz), IGN V, STFT, LTFT, IAT, Spark, KR,   ECT, Trans Temp.   and Wide band if you have one.   Having a WB not only makes you able to more safely tune the car, but dial in open loop A/F.  

Getting a good scan
My personal tips are slightly diff then those above in the links.   I believe you should do two sets of scans.   A normal every day scan and a WOT.
For the everyday scan drive like you normally do and get a good amount of data. Once the normal scan is done and you tune with that data then you can do the second type of scaning WOT scaning.   Only in the second set of scaning should you go WOT.   the idea here is if there are issues with your idle or cruse fueling, going WOT will only make things worse and could cause damage to your car.   I have found this process to work faster then the conventional method of tuning for idle first, then cruse, then light to med throtle and then WOT.   Since you can complete the tuning in a much faster time frame the temp, pressure, ect changes wont effect the tune nearly as much as tuning from afternoon to evening.

Trims
the Main thing you need to learn to do when tuning is get your LTFT's dialed in to + or - 5 %   personally i like them within 2% each way.   but thats me...   5% is the norm and very good.   but getting your trims in order will go a long way to helping you get and maintain a good tune.   later on when you get fueling dialed in even closer you may find (like i do) that if the trims are anything over 3% each way you will see KR.   This is another good reason to keep things tight.   Lastly having the trims dialed in will help gas mpg too

The best and fastest way to get your trims dialed is is with a good scan.   the next trick is to use the Table Modifier program.   (thank you eddie) Link to program at top of page.   to get things dialed in fast set the % in the drop down menu to about 90% and then export and load the maf table and tune again.   best rule of thumb here is if the average trims are more then 10% then adjust by 90% if they are between 5-9% then adjust 50-70% if they are less then 5% then adjust 50% or less.   all of this is to ensure you dont over compensate for the trims.   you can find your average trims by exporting the new maf table and reading the text that pops up after.   from that you can tell if you need to adjust a higher or lower %.

Getting Rid of KR/ Adjusting AF
As we know KR is bad.   there are two main ways to get rid of it.   Pull timing or enRichen the AF.   there are also other factors that can cause KR such as Injectors being maxed out, Vaccum leaks, Mechanical issues, False KR, Torque Management, and many others.   Make sure you check and account for any mechanical issues that could be causing KR before attempting to tune out the KR
-Vac leaks will show by scaning your IAC counts.   if they are less then 10 you got a vac leak
-Spark issues will mostlikely be bad spark plugs, wires, or issues at the coil packs.
-False KR is caused by issues like the down pipe hitting the sway bar on 6th gen monte and grandprix's

Cruse AF:
If the KR is in cruse, adjusting LTFT should correct it.   If not you will need to lower spark... or use the Open_Loop_AF by RPM vs Air Mass table.   In that table you can add fuel to that particular part of the fuel table

WOT AF:
There are four main ways to dial in WOT aka PE fueling.   Each listed in increasing sensitivity/accuracy.
-Base_PE_AF   this is used to get the AF some what close
-PE_RPM_vs_Time_AF use this to either add or remove fuel for the rpm range each cell covers.   setting all the cells the same for a specific RPM makes tuning much easyer at this point.   Later it can be adjsuted
-Good_Spark table   adding or removing timing will directly effect AF   adding makes it lean.   less timing makes it richer
-MAF table   to adjust specific RPM ranges inside the above tables limits.   if the value is below 6500 Hz chances are it will effect what the trims will lock into at WOT.   on boosted aplications you may need to go as high as 8k as a cut off not to adjust below to preserve your WOT Trims.


Tricks to getting a consistent Tune


As time goes on i will add more to my tuning guide.   this is just to get people started and aimed in the correct direction.   for specific help you can upload a scan to scandepot.net and IM me on AIM at digitallyphoenix