How to Tune Acceleration Enrichment in Holley EFI // Terminator X, HP, Dominator & Sniper

i wouldn't guess it in a million years but the most common thing you guys have asked to see is all of the acceleration enrichment within holley efi this will work with both the terminator x and the hp and dominator so we're going to cover that in this video figure we'll start off going through the software explaining what each one of the settings and the tables does after that we'll throw a car on the dyno and look at some data logs and actually see all the stuff happening in action and then after that i will ruin your day and give you the kind of the harsh reality of the acceleration enrichment last video i hit 5 000 subscribers i got eyes that i can't even see watching me so just wanted to thank everybody for that and if you haven't subscribed yet it'd be a lot cooler if you did if you're not familiar with what the acceleration enrichment is it's basically the same thing as the accelerator pump on a carburetor and more or less when we have a fixed throttle opening and we go to a larger throttle opening in a really short period of time there's a large burst of air that's going to go into the engine and that's what we're trying to account for with the acceleration enrichment in this video you're going to find out that this stuff isn't really all that exciting or really even quite as helpful as you might think all right let's dive into the laptop and take a look at the acceleration enrichment parameters all right this is just a generic holley base map but if we go over here into fuel and acceleration enrichment these are all of the settings that we have to make changes so first and foremost the number one thing that has to happen before you even consider messing with any of this is the primary fuel table needs to be completely dialed in if your fuel table isn't been dialed in completely then you're just going to run around in circles with the acceleration enrichment and the other thing that you're going to want to do with the acceleration enrichment is make sure that the car is fully warmed up when you start adjusting your acceleration enrichment once you get everything dialed in with the engine warm then you can go back and do cold engine stuff but you're going to make your life a whole lot harder if you try and do this with the engine cold first so just warm it up and then make your changes from there so one thing here that is uh unique with holley compared to a lot of other ecu's as you see up here in this top row we have everything here is tps based and below that everything is map based which is your manifold pressure tps throttle position most ecu's will actually just use tps in not map i found that more often than not you don't need to use or do anything with the map base and you can actually zero the map stuff out if you wanted to and then you would just need to run some additional values in the tps side of things but i would say that's going to be a little bit more on the advanced end of things if you're not real comfortable and you haven't done a lot with this then probably just go ahead and leave the default values for the map based enrichment but when you go to make your changes experiment with doing everything just tps based at first so the map base would probably be the most helpful in a situation where maybe your car idle's at 40 kpa and you're running up to 100 kpa so you have a pretty big window of change there but if you have big cam and you're idling at 70 kpa and you're only going to 100 kpa there just isn't much happening there turbo cars usually the boost comes in like so gradual that you don't see this being very beneficial where it would probably shine those on some of the supercharged cars that basically go from from nothing to everything in a very short period of time i don't think i've run into any of those on holly but again i haven't really played with that too much all right we'll just start left to right and then we'll go from top to bottom this first tab here is your acceleration enrichment versus throttle position rate of change and if we look at our axises here our y-axis is the actual acceleration enrichment in pounds per hour and the bottom is the tps rate of change and you can see it's multiplied by 10. so when you look at these values and then you look at the data log you're going to see that the numbers are different but that's because of this so the table values are in pounds per hour and it's how much fuel we are adding during those acceleration enrichment events probably the most important thing that you need to know about setting this up is that if you go into a data log you can see here that you can actually log the tps rate of change and the map rate of change so i'm not even sure what this log is it's just the first one i pulled up on my computer but we can see here if i scroll through our tps rate of change has a pretty big number map rated change is pretty small but if we go back into the software we can see here that where this red ball is is where we were in the data log and you can see this is the position that the engine was running and how much additional fuel it is adding at that point if you were having a fueling issue at that point this is where you would make your adjustment and the main takeaway from this particular tab is this is how much fuel you're going to add during those events so if you wanted to increase your fueling or decrease the amount of fueling that is taking place during the acceleration enrichment this is where you would do that sort of there is another table that you're kind of gonna they're gonna work hand in hand with one another we'll jump into that one in a second next we have acceleration in tps versus coolant temperature again this is a big part of why i say get the engine warm first you can see here at the warmer temperatures we're very close to zero you could probably just even you know set these to 100 if you wanted to so once the engine gets to these temperature ranges it kind of usually just hangs out here and it'll stay there for you know a 10 hour drive as to where when you're in the colder temperatures down here it's going to sweep through and it's going to stay at these values for very short periods of time so if you warm the engine up where it's going to spend most of its time you make all of your acceleration enrichment adjustments you let the car sit overnight and cool off and then the next morning you know as it's as it's warming up you realize that it needs some adjustment this is where you would change it so this is going to be a modifier from this value so in this case it's a percentage multiplier so as the temperatures are cold we have you know a bunch of fuels getting wasted sticking to a bunch of stuff and all the other crap that it likes to do when it's cold that's why there's so much more additional fueling at these colder temperatures i guess something else maybe to take into consideration a little bit as you wouldn't encourage to have crazy rapid throttle movements when the engine's cold it's probably better to let it warm up before you start uh going crazy like that but again if if you need to make adjustments this is where you would do your temperature based changes and then our last tab here is acceleration enrichment correction versus throttle position so on this one you can see it's pretty much a straight line 100 percent again this is a percentage base correction so 100 would be zero so at 60 percent tps the numbers in this table for the the tps rate of change at that point you're just going to be using this value as to where if you're at any of these other throttle position ranges it's going to multiply by this value so these smaller throttle position openings you're going to be using more fuel than this base table and then you're going to be using less fuel at the higher tps values all right if you're not familiar with this stuff none of that probably made any sense everyone is now dumber so let's try to make this a little easier to understand all right if we just run through these three tabs again real quick the ae versus tps rate of change all the way on the left is going to be the amount of fuel that you're going to add during acceleration enrichment event the aetps versus coolant temperature here in the middle is just a modifier of this based off coolant temperature so again warm the engine up tune this tab here and then once you're done with that if you need to make any temperature based corrections you do it right here and then the ae correction versus tps is where you're going to make your changes based off of where you're at in the throttle position range as an offset so the easiest way to kind of describe this table i think would be next time you're driving your car you know hold the throttle at i don't know say 20 percent throttle and then go to 50 throttle and you're going to see that a whole lot of additional air is going to pass into the engine and it's going to accelerate so on and so forth now if you do that same test but you're at 80 throttle and holding it and maintaining it and then you go to a hundred percent throttle you might not even notice a difference some engines will actually make more power with the throttle slightly closed so as this table kind of illustrates naturally we're going to use more fuel going from a smaller throttle opening to kind of the next step so to speak than we would over on this far end of the table which kind of directly goes with what i just tried to explain so now when it comes to actually tuning and making adjustments on these tables what you're going to find is again this is this is where we're going to dictate how much fuel is needed so you'll find that more often than not you need the most adjustment in the lower throttle areas so let's say just like right off of idle we had a you know a lean spot that we wanted to take care of so you could kind of bring these numbers up like this and i'd say it's one of those things where a little bit goes a long way and you're usually still going to maintain a pretty like linear line but sometimes you'll have like a little bit of a hump here this is way too much just kind of doing it this way so you can see what i'm talking about or and this is where it gets a little bit tricky is there's multiple ways that you can re kind of achieve the same result so if you didn't want to do that the next thing you can do is go over into this part of the table and you know you could bring up this range here and then i'll still usually try and kind of smooth that out but basically by doing this we're also going to be adding additional fuel in the the lower throttle position ranges which is going to be right off idle obviously you're not driving down the road at zero percent throttle because the throttle be closing you'll be slowing down but again this is where you're going to find that the most changes are going to take place and if we go back to the e versus tps rate of change tab you'll see down here at the bottom we have ae versus tps roc blinking which is acceleration enrichment versus throttle position and then the roc is roc rate of change and the blinking i didn't know what the hell they were talking about uh just the terminologies i've never seen that phrase in any other ecu's so i actually had to look in the manual for that one i think the easiest way to describe this roc blanking is it's like a filter so basically we're filtering out anything below seven here and this isn't a very real world example but i think the best way to illustrate it would be like if you're driving down the road and you just made a random left-hand turn into a corn field and decided to drive through there and the road's real rough and your foot's doing this on the throttle pedal uh due to all the bumps in the road and all that you want to ignore all that otherwise if you have acceleration enrichment kicking in and out in and out you're just going to be throwing a ton of fuel in it it's probably going to buck and sputter and run like hell i would say that seven seems to be a really good starting point and in most cases seven just works really well so if you're not sure where to start just start at seven and uh you know you can plus or minus this in pretty small increments i have actually gone both ways on this you some cars you want them to be less sensitive so you run a higher number other calls you bring this down to next to nothing a lot of that is going to be dependent on how the car is being used and just kind of how much of an it's being i would say that the primary thing that dictates basically how much adjustment any of this stuff is going to need is usually based off of the throttle body size so if you have a 60 millimeter throttle body and you open the throttle from five to ten percent and then you have a hundred and sixty millimeter throttle body and you go from five to ten percent even though the throttle opening is the same the amount of air that is going to enter the engine is going to be significantly different and that's usually where the acceleration enrichment kind of takes place obviously there's other factors you know larger engines larger intake manifolds smaller intake manifolds just any of it can make a difference but if you take 10 different combos and 10 different throttle bodies you're going to find that the one with the larger throttle body is most likely going to be the one that needs the most adjustment here even though i said you're most likely not going to need to make adjustments here we'll go through it anyways so the ae versus map rate of change is exactly the same as the a versus tps rate of change so this is essentially how much fuel you're adding during your acceleration enrichment event this one is a little bit different which is your map ae time versus coolant temperature so just like the other table it's going to be making changes based off of coolant temperature but what's a little bit interesting about this one is this is adjusting the decay rate in time so what this one's going to do is once you've added your additional fuel real quick this is going to be the decay rate of how long that fuel stays in there so the higher the number here the longer the duration the fuel is going to like slowly taper out and then we have map acceleration enrichment versus coolant temperature and this one is just a multiplier to this table so here is our our base value of how much additional fuel we're going to add this is a multiplier of how much additional fuel we're going to add on top of this table when coolant temperatures are cold and then this table here is going to be like i said the duration of how long it decays out and like i said i have definitely been in situations where we'll just zero all of this out and in that case it will require adding some additional fuel in here typically most ecu's don't have the map-based enrichment you know with that being said you kind of don't need it but i don't find it to get in the way most of the time so you can kind of just leave it sort of as is just kind of giving you a couple different views of that and then just like the tps based stuff we have this blanking value as well and again i've played with that on some cars just more so like curious is to see how it affects things your time is going to be far better spent doing it in the tps tables i think i have two or three terminator x cars being dropped off tomorrow so once we get the first one set up on the dyno we will actually make some data logs specific to the acceleration enrichment and we'll take a look at that so i will see you then i was planning on doing this on the dyno but uh this one just not really dyno ready and this one uh with the hood exit exhaust i'm gonna spin the car around backwards and face the you know the engine bay outside and it's gonna rain so i'm going to wait and do that until tomorrow so in the time being we're just going to do this stationary but we can still accomplish what we need to accomplish this file is just what this car came in here with i haven't done any tuning yet so even though i've been preaching on tune the fuel table first um this car runs and drives so it hopefully is pretty close but it's a little bit irrelevant for what i'm going to show you again rather than showing you the actual values that you're going to use in the tables i'm going to do the same thing i did with the idle video and just show you what the stuff does and swing some stuff like a huge both directions so we can see what the difference is if i was smart i would have tested this out first to make sure that what i'm trying to show you is going to work what i'm afraid of is we should theoretically see uh you know the difference in the air fuel and in the pulse width and all that should work just fine but you might not be able to kind of feel what the car is doing and a lot of times that's really how you're gonna set this stuff up but anyways let me try and make it run like crap and uh we'll take a look at it just to simplify things we're just going to set everything to the same as far as the target air fuel ratio goes fuel graph looks a little weird so we'll just smooth it out a little bit coming in through here and looking all this stuff looks to be default values from the holley base map stuff which is perfect for what we're trying to do here and if we look at the coolant based enrichment you can see uh engine's still cold so we're gonna let it warm up a little bit this value here whatever wherever we end up is gonna be multiplied by this number so this point that looks to be about what 35 and if you're not familiar with the percentage based enrichments basically a hundred percent is zero anything over that so 110 would be a ten percent enrichment if it was ninety percent then it would be taking ten percent away so that's how that works a little confusing i'm gonna start it up let it warm up and then once it gets to that point we'll free revit watch what it does with these values and then maybe we'll zero them out and then maybe we'll just kind of go crazy throwing a bunch at it and look at the difference the temperature-based stuff you can see is just a multiplier based off of temperature so we're just going to set everything to 100 to get it out of the way for the rest of these tests this table right here and this table right here are the main things we're going to look at now i'm going to free rev it and you can watch this red ball is going to bounce around uh and then you can watch all the crap kind of take place over here too so i'm gonna try and rev it and not go crazy with the rate of change and then gonna do it quicker and make it kind of go further to the right in the table and then we'll look at the log so it was actually too bright in the car i couldn't see the screen so came back in here and i'll go back out again up here on the top we have our engine rpm throttle position and manifold pressure then down here at the bottom we have what i would consider to be kind of the more important stuff with what we're actually trying to see here so we have our tps rate of change our map rate of change and our injector pulse width and then also our air fuel ratio and keep in mind our target air fuel ratio is just you can see here it's just a flat line because i just have it the same illustrate this stuff a little bit better very first thing that you need to notice here is our closed loop status you can see we're in closed loop and as i scroll over and once we get to where you can see that i'm opening the throttle you can see that it goes to open loop this is why i stress that you need to have the the primary fuel table dialed in as best you can because you're going to be an open loop car should run just as good an open loop as it does in closed loop all right now if you keep your eye on the purple trace here you can see once we open the throttle that the injector pulls with drum jumps like crazy now a little bit of that is because we are into a portion of the map with higher engine rpm and so a little bit of that is just from the fuel table but a majority of that is from the acceleration enrichment and then if you look at the blue line at these same points you can see over here it's relatively flat but if we come over here this one's the interesting one zoom in on that a little bit so here you can see get a little more aggressive with the throttle our tps rate of change is pretty aggressive and we have some map rate of change going on as well pulse width jumps up but look at the air fuel ratio it's basically pegging the sensor now in this situation the engine was still running and revving perfectly clean but here is a spot where we would probably want to add some enrichment see here we're about midway through on how much fuel we're adding here but we're at the point where we're actually pulling fuel away from this value based off the throttle position opening so in this situation we could either bring these values up here or we could bring the values up here and ultimately they're both going to do the same thing so you can play with both and see which one works better for you so what we'll do with this one we'll zero out zero and go to tps rate of change zero that out temporarily at zero and we'll go to this one here and zero this out i'm gonna do the same thing this time and to be completely honest with you i've never zeroed this stuff out so i'm curious to see how bad it's going to rev so let's fire it up and see what it wants to do we'll keep an eye on the air fuel see what it does but mainly curious to see if it'll pull through yeah you can feel it stumble like crazy that doesn't stumble nearly as bad as i was anticipating though so it kind of really shows that i'm saying like this stuff can be pretty far off doesn't make that much of a difference hopefully you can hear it i was saying if your accel enrichment is off you'll hear it stumble for a very short period of time and then it will stop and then you're back into like the primary fuel table we have stumbles and then it didn't run smooth again so like i said before if you're you know wrap it on the throttle and it just like doesn't clean up and eventually start revving the problems in the fuel table not in the acceleration enrichment all right this worked out pretty well it actually is going to illustrate a couple of things i wanted to point out here quite well if you look down here at our injector pulse width in purple you can see that it's still increasing like i said it was going to because the fuel table is increasing but you can see it's not nearly as much as it was before but what's pretty cool is if you look at our air fuel ratio it was obviously going deadline because we have no enrichment at all you could hopefully hear it in the video i could hear it with my ears what else would you hear it with it it stumbled it didn't run very well but if you look here at uh kind of where the throttle opening was happening and then look how much further and how the delay before the actual lean air fuel ratio has picked up um let's see if we change the scaling there you go and then it's consistent you know we'd open the throttle it would be lean you know once we were doing this but we weren't actually picking it up onto the sensor until here so definitely something to keep in mind when you're playing with this stuff not everything's going to overlay and and be right on top of each other like you would kind of expect it to for this one let's just add a truckload of fuel let's just make this a hundred and just do the same thing with these all right we've added a whole bunch of fuel let's see what this does this actually makes it far worse than being too lean let's take a look at this one if we look at this one i actually changed the scaling so if you look at our injector pulse width it actually shot off the screen there is so much additional fueling on this one so you can see it rockets up like crazy and if we look at the air fuel same thing is with the lean spike we're seeing a good pig rich but it's way after the fact so the problem is here but we're seeing it over here so if you don't take the delay into account then again you'll run around in circles so now you can kind of see like how you how you would go about finding that happy medium of where the car's happiest so now what we're gonna do is we're gonna swing around the roc blanking okay so seven seemed to work pretty well on this car and let's just move it to 20 or 13 since that's the next break break point not much difference 20 50. oh i don't even let you go that high really not much there on this particular car let's go the other way not much there on this car uh some cars you'll find that this number will make far bigger of a difference but i think this one cooperated a little bit too well showing god damn it did it really not work again you raggedy piece of from a logging standpoint this one doesn't really have a whole lot to show because even once you're hitting the throttle you have your like your blanking window but you go right past it if you wanted to really kind of see what's going on with this you probably have to you know open two logs at the same time overlay them and kind of compare but you'll know it when you have a car that has a problem with the blanking you'll give it some throttle and and usually it'll just kind of fall on its face and then you'll find that if you you can add keep adding fuel and adding fuel to either this tps rate of change table or this correction versus tps and you'll see that it's not making a difference because the problem is on the blanking so at that point if you bring the blinking down you'll notice that it will start clearing up and get past it or it seems to be a little less frequent that it goes the other direction you'll find that it's like kind of pig rich and falling on its face so you'll bring those same values the opposite direction and it doesn't get any better so then if you increase the blanking value you'll notice that the car starts to run better the roc blinking i you know basically 100 do that one off of feel and sound not the greatest example in the world here but hopefully helps you a little bit somehow someway so the main cliff notes from this video i would say would be first would be to tune your base fuel table get that as close to 100 correct as you can second thing is figure out and make sure to learn how to log the rate of change in the acceleration enrichment so you can see what's happening when and where after that i would say keep in mind that there is a delay in the oxygen sensor readings so if you're just chasing an air fuel ratio number it might throw you for a loop a little bit all right guys like i said in the beginning of this video i'm going to kind of ruin your day here at the end and tell you that a majority of this acceleration enrichment tuning is done off of just feel and experience i could sit here and talk to you about it for four hours straight but until you actually jump in a car let me take that back until you jump into 50 cars and actually start playing and making adjustments and seeing just how drastically different you know one car can be to the next in the oddball situations where you kind of need to go crazy with this stuff nice part is that you will find that a majority of what holly gives you relating to the acceleration enrichment is very very good very close you will find that you're going to need to make very minimal changes more often than not it's just off of idle obviously this is something that you're going to want to to data log and make sure that you don't need to make a whole bunch of adjustments but the best advice that i can give you on this and i've watched a lot of professional tuners struggle with this is that just because you're rolling into the throttle does not mean that the problem is in the acceleration enrichment more often than not if the car is bucking and sputtering and doing a bunch of goofy stuff it's usually in the fuel table like if you open the throttle real quick and the cars just and it won't it won't even accelerate it's not in the acceleration enrichment it's in the fuel tables or there's something else that's drastically wrong the actual amount of time that the acceleration enrichment is active is very very short so if you're experiencing something acceleration enrichment related it's usually just going to be a really quick kind of hiccup and then you're going to get past it and then there's also that these things are happening so quick that there's delays and you know sensor readings and update speeds in the ecu and so on and so forth so again like don't get too hung up in the numbers just do what you need to do to make the car run right and in a perfect world you should never feel or even know that there's an acceleration enrichment invent taking place so the car should just run perfectly smooth and uh that's that's really about it so like always if you have any other questions or you want to see any other specific videos just let me know in the comments below otherwise uh that's gonna do it for this video i appreciate you guys watching and i will see you next time [Music]

Channel: Joe Simpson

Views: 3,848

Rating: 5 out of 5

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Id: bGsIOlCbiGs

Length: 29min 11sec (1751 seconds)

Published: Sun Mar 28 2021